Distributed and decoupled charging and discharging energy storage system

ABSTRACT

A system and method for energy distribution with decoupled by time and space domains that integrates energy storage capabilities that feature co-products utilization at the point of energy storage charging, byproduct utilization at the point of energy production, and time and space decoupling of vehicle shuttling energy storage media discharge to accelerate return on investment, reduce system energy consumption, and maximize utilization of existing energy infrastructure. Additionally, the system executes the energy transactions by controlling and integrating distributed energy producers and consumers with minimal grid dependence.

This patent document contains material subject to copyright protection.The copyright owner, also the inventor, has no objection to thereproduction of this patent document or any related materials, as theyappear in the files of the Patent and Trademark Office of the UnitedStates or any other country, but otherwise reserves all rightswhatsoever.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of patent application U.S. Ser. No.15/860,654 filed on Jan. 2, 2018 titled “Distributed and DecoupledCharging and Discharging Energy Storage System”, and hereby incorporatedby reference in their entirety.

FIELD OF INVENTION

The present invention relates to an energy storage system havingdecoupled and distributed charging and discharging to at least twolocations in which charging, and discharging are primarily separatedwith connectivity by a vehicle preferably utilizing a common andtransferable energy storage medium or charging co-product or byproductto increase the utilization rate of both the vehicle and energy storageto accelerate financial and economic returns.

BACKGROUND OF INVENTION

Prior art includes the utilization of electric vehicles as a portion ofa distributed grid yet does not obtain any secondary benefits orincrease in utilization factors to lead to accelerated financialreturns. This embodiment solely bypasses the transmission lines of thetraditional grid. In fact, its operations of discharging at the secondlocation requires the vehicle to not be utilized as a vehicle but rathersolely a dispatched energy storage system, which is not economicallyparticularly when the vehicle is autonomous or semi-autonomous as thebulk of the vehicle's asset cost is being dormant at such a time. Infact, the prior art prioritizes the dispatched location based on thesecondary function of the vehicle being an energy storage (i.e.,battery) dispatcher and makes no determination of the second locationbased on a primary vehicle purpose being logistics of a cargo or peoplefrom a first location to a second location.

Other prior art includes solely distributed stationary energy storagesystems in which the charging and discharging take place at the samelocation and therefore solely realize the time differential between peakand off-peak rate structures without having any secondary benefits orincrease in utilization factors. In fact, this scenario doesn't evenbypass the transmission lines of the traditional grid therefore leadingto a traditional once a day demand reduction.

A need for an energy storage system that increases the rate ofcharging/discharging cycles to multiple times per day, increases theutilization rate of an energy storage dispatch vehicle in terms of bothprimary logistics (i.e., NOT energy storage discharging) and secondarylogistics where the discharging at the second location is independentand not necessarily concurrent with the then present location of thevehicle.

SUMMARY OF INVENTION

The present invention is a distributed and decoupled energy storagesystem leveraging preferably a universal charged media operable in bothstationary and mobile assets. It includes additional aspects of theinvention to optimize the execution of the system ranging from designand control execution of integral components to distribute the chargedmedia.

An object of the invention is to significantly increase the daily cyclesof charge/discharge in order to reduce the time duration required toachieve a financial return of capital.

Yet another object of the invention is to significantly increase thevalue of each charge/discharge cycle by leveraging a charging co-productor byproduct, notably respectively oxygen during the battery rechargingcycle (particularly for a metal air battery) or carbon dioxide “CO2”product for sequestration, greenhouse, or fuel growth such as algae atthe point of primary energy generation (i.e., power plant from biofuels,or fossil fuels).

A further object of the invention is to decouple thecharging/discharging of the battery between at least one of oxygenconsumption from battery charging, and/or charging location beingdifferent than the discharging location.

Another decoupling embodiment is from the oxygen consumption and theelectrical consumption at the site in which oxygen is being consumed. Inparticular where the charging location and discharging location are notidentical, the availability of autonomous (or semi-autonomous) vehiclesas determined by a dispatch system for autonomous vehicles incombination with an electricity consumption projection at potentialcandidate second locations having a projected discharge time as afunction of time “f(t)” for each of the candidate second locations.

Yet another object of the invention is to manage the dispatch of thecharged energy storage for placement into an aggregate sustainablecommunity flow battery electrolyte inventory to maximize the financialdisplacement of otherwise grid electricity (i.e., peak demand charges).

Another embodiment of this invention is its relevance to virtually allforms of energy storage, particularly including long-term thermalstorage for both hot and cold operating temperatures which can takeplace through thermochemical or phase-change (a.k.a. PCM)transformation.

Yet another aspect of the invention is the vehicle transportationequipment not only transports at least one of the energy storageproduct, energy storage co-product of charging, or energy storage wasteproduct of discharging BUT also can require and therefore consume atleast a portion of the primary energy within the energy storage, orenergy storage co-product of either charging or discharging.

Yet another aspect of the invention is for the dispatch vehicle, alsoreferred to as transport vehicle, has a two-part storage component (alsoreferred hereinafter as a tank-in-tank storage) for instances in whichthe co-product or by-product is not a solid and is returnable in itsdischarged condition. A fundamental advantage of the tank-in-tanksolution is such that the preferred embodiment of the invention, theprovision of charged media is approximately equal (accounting forrelatively minimal density variations between the charged and dischargedstate) to the return of the discharged media.

Yet another embodiment of the invention is the dynamic configuration ofa vehicle transport as utilized for dispatch for optimal volumetricefficiency and access effectiveness particularly for autonomous orsemi-autonomous vehicles such that a preferable removable liquidcontaining tank occupies the internal portion of the vehicle while solid(i.e., non-liquid unless the liquid is in on-bulk and within aself-contained solid package) components are in the external-facingportion of the vehicle.

A further embodiment of the invention is standardization of solidcomponent packaging so as to optimize loading/unloading accessibilityparticularly in autonomous vehicles by the use of returnable packagingsystems.

Yet another aspect of the invention is to decouple the amortization ofthe relatively limited cycle lifetime operation of the power conversionequipment from the long-life electrolyte of a flow battery.

Another aspect of the invention is the significant reduction oftransport costs by reducing the total volume requirements needing to bemoved from a first location (Charged) to a second location (Discharged)while bypassing the utilization of the transmission grid (which israpidly becoming a pricing mechanism where demand charges areoutweighing energy charges).

Yet another object of the invention is the further advantage ofmobilizing power consumer assets (which can include energy recharging)particularly when these assets are solely direct current “DC” assets isthe avoidance of backup charges often included in utility rate structurewhen traditional power generation equipment is placed.

Another object of the invention is the utilization of an at least triplelocation authentication process for the dispatch vehicle transport toenable transfer of transported item(s).

All of the aforementioned features of the invention fundamentallyrecognize the distinction of a decoupled energy storage system thatleverages the gains realized by separating the utilization of chargedmedia with its co-products and byproducts in both the time and spacedomains with the discharging of the charged media compatible with bothmobile and stationary assets.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is an external view of the tank-in-tank component “T2”

FIG. 2 is another external view of T2 showing an interior view as well

FIG. 3 is another external view of T2 with one external surface removed

FIG. 4 is a side view of the vehicle transport component

FIG. 5 is component view for the energy storage media transfer fromcharged to discharged (or vice-versa) state through energy storageproduction equipment

FIG. 6 is another component view for the transfer of energy storagemedia with quality control components

FIG. 7 is a data structure view of the DDES

FIG. 8 is a parametric table for an indicative object for each locationwithin the DDES network, particularly for each repowering station

FIG. 9 is a component view of energy conversion battery notably ametal-air battery

FIG. 10 is a top view of overlaying locations within geofences andnested geofences

FIG. 11 is a hardware and software component view for the DDES system

FIG. 12 is a software architecture view from a vehicle centricperspective

FIG. 13 is another software architecture view from an energy storageproduction equipment perspective

FIG. 14 is a component view of DDES extending feature set to the gridinterface

FIG. 15 is a component view of DDES extending feature set to the vehicledynamic configurator

FIG. 16 is another component view of DDES from a location centricperspective

FIG. 17 is a process flow diagram for the location engine application

FIG. 18 is a process flow diagram for the vehicle transport engineapplication

FIG. 19 is a process flow diagram for the inventory engine application

FIG. 20 is a process flow diagram for the location engine applicationcentering around the quality control process

FIG. 21 is a process flow diagram for the triple location securityauthentication process

FIG. 22 is a process flow diagram for the system optimization of DDES

FIG. 23 is a component diagram leveraging oil and gas infrastructure foroptimal capital investment

FIG. 24 is process flow diagram for vehicle route execution

FIG. 25 is component diagram for energy assets

FIG. 26 is component diagram for energy and vehicle transport assets asa function of location

FIG. 27 is time function of real-time demand profile at a first location1 as it relates to a second location 2

FIG. 28 is time function of real-time demand profile at a first location1 and its corresponding real-time co-product inventory at the samelocation 1

FIG. 29 is time function of real-time energy storage level for vehicle,state of vehicle energy recovery system along with time function ofvehicle velocity

FIG. 30 is top view of relative position of locations to each other withvector representation of travel between respective locations, along withpool of transport vehicles to move energy storage and/or cargo betweenlocations

FIG. 31 is a collection of representative data tables used withinimplementation of energy storage assets, locations within the system,vehicles within the system, and cargo requiring movements betweenlocations

FIG. 32 is a transmission grid with depicted branches and nodes withinthe branches integrating a 3-dimensional geospatial dataset

FIG. 33 is a high level process flow integrating a 3-dimensionalgeospatial dataset to improve predictive energy modeling of electricaland thermal loads

DEFINITIONS

The term “energy storage” is a material that stores energy, whether itbe thermal or electrical, such that the primary production of the storedenergy form “primary energy” is directed into the energy storage viacharging and is subsequently at a non-concurrent time discharged forultimate end-use consumption of the stored energy subsequent. Thetransferring of the primary energy as stored energy (i.e., chargedmedia) from the energy storage location to another device to decouplethe ultimate consumption of the primary energy at a second locationoccurs at a “repowering station” hereinafter also abbreviated as “RS”.

The term return on investment “ROI”, as known in the financial art, isdeficient for most energy storage technologies as the payback is toolong in comparison to many entities payback threshold as energy storagedevices and therefore their payback is limited due to the number ofcharging and discharging cycles required or able to be provided on adaily basis (and even then most utilities only have a 5-day period inwhich a peak and off-peak differential occurs).

DETAILED DESCRIPTION OF INVENTION

Here, as well as elsewhere in the specification and claims, individualnumerical values and/or individual range limits can be combined to formnon-disclosed ranges.

Exemplary embodiments of the present invention are provided, whichreference the contained figures. Such embodiments are merely exemplaryin nature. Regarding the figures, like reference numerals refer to likeparts.

The invention significantly increases the daily cycles ofcharge/discharge in order to reduce the time duration required toachieve a financial return not only at the component level but mostimportantly at the system level.

Turning to FIG. 1, FIG. 1 is an external view of the preferredtank-in-tank “T2” for the transport of the charged and discharged media.The preferred charged media has no adverse impact in the event of anaccidental mixing of the charged with the discharged media. The exteriortank 10 has a fluid inlet shown as exterior tank inlet 20. And theinterior tank 30 also has a fluid inlet shown as interior tank inlet 40.Though shown in the horizontal position, it is recognized that theinvention can be practiced in virtually any orientation and in virtuallyany shape in so far as the interior tank has flexibility to vary its ownvolume in accordance to its liquid contents. It is understood that invirtually all embodiments the density of the charged media isapproximately equal to the discharged media, yet the inventionanticipates moderate density differentials between the two charged anddischarged states requiring the exterior tank to have a higher volumethan the interior tank therefore dictating that the lower volumetricdensity media occupy the exterior tank and the higher volumetric densitymedia occupy the interior tank.

Turning to FIG. 2, FIG. 2 is another external view of the T2 this timedepicting how the interior tank 30 has a “moving” face to vary thevolume It occupies relative to the exterior tank 10 volume. The view isthrough the exterior tank inlet 20, which in reality will besignificantly smaller as its size is dictated by valves (or other meansas known in the art to enable transfer of flowing media) and supportingpiping for the inflow and outflow of the stored media.

Turning to FIG. 3, FIG. 3 is yet another external view of the T2 thistime depicting how the interior tank 30.1 in the filled instance,relative to the interior tank 30.2 in the non-filled instance. Theexterior tank 10 has the closest (to the viewer) surface removed toclearly show the two instances.

It is recognized that the tank-in-tank embodiment can even be used forscenarios such as clean water dispatch and subsequent dirty waterreturn, even when the dirty water is virtually immediately recycled postan onboard water treatment system. Virtually all mobile equipment hasvolume constraints therefore mobile (or roaming) wet cleaning processesbenefit from the tank-in-tank. Another embodiment is onboard separationswhere the “dirty” non-separated liquid portion is within a first tankportion and the second portion is one of the separated liquid portionssuch that the total volume is the collective individual volumes of thetank-in-tank aggregate. Applications that are requiring waste treatmentcan in this means be resupplied with clean product for subsequent returntrip bringing back the non-clean product.

Turning to FIG. 4, FIG. 4 is a side view representation of a transportvehicle for the dispatch and delivery of charged media from a firstlocation to a second location, and the return of the discharged mediafrom a second location to either the first location or any otherlocation within the network capable of recharging (or solely partiallytransporting for eventual charging) the discharged media. The dispatchvehicle (also referred to a vehicle transportation equipment 690 or“vehicle transport” or simply “vehicle having at least two wheels 689though typically at least four given the nature of the media beingtransported) has a two-part storage component as depicted with thedischarge storage component 505 tank and a separate charge storagecomponent 510 tank. It is understood that the preferred embodimentutilizes the aforementioned T2 aspect of the invention, but it is notrequired. The media is supplied or returned via valve for charge storage525.2 when from the rear or front (and in structural communication withthe charge storage 510) so as to enable ease of T2 removal from thevehicle during dynamic vehicle reconfiguration, or respectively valvefor charge storage 525.4 when from the side of the vehicle where dynamicvehicle reconfiguration becomes rather impractical. The charged anddischarged fluid media is preferably surrounded by exterior accessiblesolid storage component(s) 520, including the structural elementsrequired to support the storage of the yet further preferred returnablepackage system modules (not shown). The standardization of solidcomponent packaging optimizes loading/unloading accessibilityparticularly in autonomous vehicles by the use of the aforementionedreturnable packaging systems.

Furthermore, the preferred embodiment depicts the non-solid (i.e.,liquid) tanks being within the interior portion of the vehicle, thoughunderstood within the scope of the invention to not be a requirement.For instances in which the co-product or by-product is not a solid andis returnable in its discharged condition, the vehicle can also beutilized for transport of the co-product or by-product. The key aspectof this feature is that the co-product or by-product of charging is notinherently utilized at the charging location, and vice versa fordischarging location. A fundamental advantage of the T2 solution is suchthat the preferred embodiment of the invention, the provision of chargedmedia is approximately equal (accounting for relatively minimal densityvariations between the charged and discharged state) to the return ofthe discharged media.

Without the use of the T2, the volumetric efficiency of the dispatchvehicle is approximately reduced in half, as either the dispatch vehiclerequires an approximately equal volume for the return of dischargedmedia or simply operates with voids in the charged media storage tank(equivalent to the volume already dispatched), or even worst requires asecond dispatch vehicle to return the discharged media for subsequentuse. A significant benefit of this feature is maximum volumetricefficiency and access effectiveness greater than 5% (and preferablygreater than 20%) as compared to any other configuration of liquid andsolid component storage within the transport vehicle. Another advantageis the enhanced crash-safety as both the solid components and thestructural elements supporting the solid storage components provideenergy absorption prior to the liquid storage components being damagedand penetrated. A further feature of this embodiment is placement ofvalves for discharge or loading of the liquid relatively external of theinterior tanks, and more particularly preferred with access on the frontor rear of the vehicle such that the valves are removable with the tanksthemselves for vehicle reconfiguration.

In one exemplary, the two-part storage component dynamically varies suchthat the distribution of exemplary charged electrolyte is approximatelyequal to the collection of exemplary discharged electrolyte toapproximately double the volume efficiency of the vehicle transportationequipment. The optimal configuration of the vehicle transportationequipment is such that the non-solid storage is within the innerportions of the vehicle so as to minimize adverse impact of access onthe exterior portions of solid storage. The increased utilization factorof the vehicle transportation equipment significantly reduces theamortization rate of the vehicle transportation equipment for all of itscollective missions and not therefore provides economic viability ofdecoupling the location of charging from discharging so as to optimizethe value realized from the co-product(s) of charging and/ordischarging.

Another exemplary, though not shown, is the dynamic configuration of thevehicle as utilized for dispatch for optimal volumetric efficiency andaccess effectiveness particularly for autonomous or semi-autonomousvehicles such that a preferable removable liquid containing tankoccupies the internal portion of the vehicle while solid (i.e.,non-liquid unless the liquid is in on-bulk and within a self-containedsolid package) components are in the external-facing portion of thevehicle. It is optimal, and within the scope of the invention, such thatupon vehicle arriving at its destination the system determines thatadditional charged media is dispatched as the uncertainty of chargedmedia consumption (to provide motive energy in moving the vehicle i.e.,electric vehicle using compatible flow battery) during the trip from afirst location to a second location has been eliminated and now only theuncertainty of the vehicle moving to a next (preferably the closest interms of routing otherwise reserved for the vehicle to an RS on or withlowest interruption) to the next vehicle destination energy consumptionof on-board charged media. The system utilizes a vehicle transportengine 3205 (as shown in FIG. 11) being a control system software withassociated execution hardware. It is a primary goal of the DDES tomaximize the vehicle mobility utilization factor, which is theproportion of time in which the vehicle is moving from a first locationto a second location. A more specific and further optimization is forthe mobility utilization factor to maximize the proportion of time inwhich the vehicle Is serving primary logistics purpose (i.e., revenuegenerating logistics services, as opposed to solely moving chargedenergy storage from a first location to a second location where thedischarging of charged energy storage takes place at that same secondlocation). Vehicles, particularly autonomous vehicles are expensiveassets with expensive controls and sensors enabling the vehicle to bemobile. Therefore, it is disadvantageous for the vehicle to dischargepredominantly or exclusively in a non-mobile space.

Turning to FIG. 5, FIG. 5 depicts a process flow for an energy storagemedia being transferred from the external (exterior and external areused interchangeably) tank 10 through the exterior tank inlet 20 throughfluid communication in which the energy storage production equipment 645regenerates/recharges discharged media into charged media with flowgoing into the interior tank 30 in fluid communication through theinterior tank inlet 40. It is understood that the flow could in factstart from the opposite interior tank to the exterior tank, howeverthere is an additional safety aspect associated with having the charged(therefore more energetic state) media in the interior tank such that apotential crash (or just a leak) doesn't leave the tank itself. Theembodiment as noted is exemplary of what would be done leveraging the T2features such as: 1) cleaning water, 2) making ice, 3) rechargingspent/discharged electrolyte on a hybrid vehicle resulting from brakingenergy recovery, 4) or simply recharging at an RS.

Turning to FIG. 6, FIG. 6 which is similar to FIG. 5 furtherincorporates the quality control and security features required toensure full inventory control of both charged and discharged media. Inthis instance charged media is transferred from the transport vehicle690's exterior tank 10.1 through the exterior tank inlet (i.e., valvefor fluid communication) 20.1 to another device in which the fluid isbeing transferred so as to release the vehicle 690 from having to remainwhere the charged media is being consumed. Similarly, the spent ordischarged media flows from the interior tank 30.1 in fluidcommunication with the interior tank inlet 40.1 to the interior tank30.1 within the vehicle 690. This embodiment is descriptive of when thetransfer takes place from a first T2 to a second T2, though it isunderstood that either or both can be standard non-tank-in-tank storagecontainers. In all instances the media flows through at least one sensor526 within the category of sensors ensuring quality and mass-flowcontrol of the media, with one specific instance of a sensor beingverification of dilution (so as to minimize the potential for returningless valuable or worthless water), verification of charge state,verification of absence of contaminants, etc.

A fundamental feature of the invention is to significantly increase thevalue of each charge/discharge cycle by leveraging a charging co-productor byproduct, notably respectively oxygen during the battery rechargingcycle (particularly for a metal air battery) or carbon dioxide “CO2”product for sequestration, greenhouse, or fuel growth such as algae atthe point of primary energy generation (i.e., power plant from biofuels,or fossil fuels). This is best achieved by decoupling thecharging/discharging of the energy storage component (e.g., battery)between at least one of oxygen consumption from battery charging, and/orcharging location being different than the discharging location.

Another decoupling embodiment is from the oxygen consumption and theelectrical consumption at the site in which oxygen is being consumed. Inparticular where the charging location and discharging location are notidentical, the availability of autonomous (or semi-autonomous) vehiclesas determined by a dispatch system for autonomous vehicles incombination with an electricity consumption projection at a range ofpotential second location being a discharging location as a function oftime “f(t)”.

Embodiments of the charging/discharging system are executed andcoordinated through a controller that in one embodiment utilizes afunction of the combination of a) oxygen inventory and oxygenconsumption projection as f(t), b) charging of battery electricityconsumption projection as f(t), c) rate structure for oxygen consumption(including non-battery produced oxygen), d) battery charged/dischargedstatus including predicted as a f(t), and e) rate structure forelectricity consumption and electricity consumption projection as a f(t)at the battery charging location. Additional optional functions include:a) rate structure for electricity consumption and electricityconsumption projection as a f(t) at the other non-battery charginglocation(s). It is understood that the invention anticipates that energystorage can alternatively include ice (i.e., cold thermal storage) orhot thermal storage (preferably short-term, particularly preferred aslong-term).

It is a fundamental feature of the inventive system to overcome thedeficiency of traditional flow battery electrolyte management systemswhere the problem is that the payback for electrical energy storage istoo high as the value obtained is largely dominated by peak demandcharge reduction and NOT differential in energy costs between peak andoff-peak. Therefore, the invention is a decoupled management system thatmaximizes the financial return on the electrolyte by transporting theelectrolyte away from relatively dormant locations to relatively moreactive locations. A further object of the invention is to maximize theusers of the flow battery electrolyte (particularly either higherdensity electrolyte such that it is easier and more tangible to move theelectrolyte decoupled from the balance of the battery system) within ageographic geofence. The offsetting locations are ideally comprised oflocations having fundamentally non-overlapping periods of peak demand.It is further an object of the invention to standardize on the flowbattery throughout the systems in which it is deployed, such that thesystem energy density is maximized in combination with financial ROI,and not just the energy density of the battery. One exemplary instanceis that a sustainable community having a “universal” electrolyte hassignificantly more “charging” points throughout the geofence which leadsto a reduction of range requirements (by at least 10%, preferably atleast 25%, particularly preferred at least 50%). The flow batteryrequirement is essential for electric vehicles as an easily transferable“charge” that is both rapid and more importantly enables each“electrolyte station” to reduce its own peak demand charge. Refueling,which is currently gasoline or diesel, is very intermittent. As thisrefueling transitions from fossil fuel to electricity it is imperativeto address the full cost of electricity distribution which is becomingmore dominated by peak charges. In this scenario, the demand charges ofeach refueling/charging station becomes prohibitively high with the only“practical” method of first charging a first bank of batteries on arelatively continuous basis to then be discharged and rapidly charged toa second set of vehicle on-board batteries. This is not only increasingthe capital costs of batteries (within the system) but alsosignificantly increasing the electrical losses due to a second roundtripof charging/discharging. This is entirely solved by the use of flowbatteries. Another feature of the system also leverages flow batterysuch that the volume of charged flow battery electrolyte is independentof any battery depth of discharge, rate of charge, or rate of discharge.

The control system manages the dispatch of the charged energy storagefor placement into an aggregate sustainable community flow batteryelectrolyte inventory to maximize the financial displacement ofotherwise grid electricity (i.e., peak demand charges).

The management system utilizes the combination of transport costs tomove electrolyte from a first location to a second location (andsometimes considering in fact a third location or beyond in whichsubsequent recharging and discharging events are anticipated/known), thepenalty cost associated with “missing” the ability to not be utilizedwithin the locations electricity requirements, and the revenue realizedthrough the locations electricity consumption.

Another embodiment of this invention is its relevance to virtually allforms of energy storage, particularly including long-term thermalstorage for both hot and cold operating temperatures which can takeplace through thermochemical or phase-change (a.k.a. PCM)transformation.

An essential feature of the system is the vehicle transportationequipment not only transporting at least one of the energy storageproduct, energy storage co-product of charging, or energy storage wasteproduct of discharging BUT also preferably where the vehicle is entirelycompatible with the same energy storage media (i.e., charged) forvehicle motive power as the consumer of the charged media as deliveredthrough the present energy conversion device. The ability to consume atleast a portion of the primary energy within the energy storage, orenergy storage co-product of either charging or discharging is animportant incremental revenue generating component to increase thefinancial return on investment while maintaining very high utilizationfactor of a least 50%, preferably at least 80% and particularlypreferred of at least 92% of the energy generating equipment, the energyconversion equipment, and the vehicle transport equipment.

In order to achieve the highest level of utilization for the vehicle, itis an important feature of the invention for the vehicle transportationequipment to be capable of dynamic reconfiguration from a primarytransport/logistics function of non-energy applications to a secondarytransport/logistics function of distributed energy applications.

Yet another aspect of the invention is to decouple the amortization ofthe relatively limited cycle lifetime operation of the power conversionequipment from the long-life electrolyte of a flow battery. This has thebenefit of reducing the upfront costs of energy storage to the end-userby separating the upfront acquisition to predominantly the powerconversion equipment, which has a relatively higher life-cycle costburden (at least 5% higher, and particularly at least 25%, andpreferably at least 85%) as compared to the electrolyte. The separationof the electrolyte also has the benefit of working within a universalfleet supporting a wide range of charge rates and discharge rates assupported by the multiple power conversion equipment of the flowbattery, thus virtually eliminating the systems requirement to trackdegradation of the “fleet” asset being the electrolyte. The predominantpricing factor for the electrolyte is the time of deployment andensuring the return of the electrolyte in a non-diluted and unalteredstatus, NOT the number of cycles or depth of discharge as that asset iseither not relevant or at best is a separate pricing structure for thepower conversion equipment.

Another aspect of the invention is the significant reduction oftransport costs by reducing the total volume requirements needing to bemoved from a first location (Charged) to a second location (Discharged)while bypassing the utilization of the transmission grid (which israpidly becoming a pricing mechanism where demand charges areoutweighing energy charges).

The transport costs are further being reduced by the significantreduction of labor costs by the utilization of autonomous vehicles (orsemi-autonomous, or dynamic configuration of non-autonomous vehicleswithin a fleet i.e., shared vehicle resource) that is essential to thepractical economics of the inventive system. The transport practicalityand/or costs associated with movement of charging co-products (e.g.,oxygen or CO2 from co-located power generation) also demands thedecoupling of charging location from the discharge location to thelargest extent possible. Given that demand charges are outweighingenergy charges in most instances (approximately greater than 50%, and inmany instances greater than 70%) especially as the intermittency ofrenewable energy increases where energy pricing can in fact becomenegative. The system manages the recharging of spent energy storage(e.g., electrolyte, ice, etc.) at non-primary RS locations byrecognizing that as long as the peak demand change to date for therespective billing period (or at least peak demand ratchet chargeperiod) the incremental cost of charging doesn't include theamortization of the demand charge BUT does include the less than optimalenergy efficiency (starting from the power generation source) to thepower conversion component efficiency (smaller systems frequently havelower energy efficiencies per unit of capacity, especially thermodynamiccycles including ice making equipment) AND the likely loss of benefitsof co-products and/or byproduct utilization. The latter of benefits ofco-products and/or byproduct utilization (e.g., oxygen harvesting, orCO2 sequestration) can be greater than US$50 per ton which can translateinto a cost differential of greater than US$0.05, preferably greaterthan US$0.10 and particularly preferred greater than US$0.15 which inmany electricity service areas is significantly higher than thedifferential between peak and off-peak energy rates.

The further advantage of mobilizing power consumer assets (which caninclude energy recharging) particularly when these assets are solelydirect current “DC” assets is the avoidance of backup charges oftenincluded in utility rate structure when traditional power generationequipment is placed.

Mobilized power consumer assets are virtually identical to equipmentsuch as forklifts, backup UPS, etc. and not viewed from a rate structureas co-generation equipment. Therefore, the system issues distributedcharging commands by incorporating co-product and/or byproduct costbenefit, logistics costs associated with movement of the energy storageassets from a first to a second location, status of charging at periodsin which billable peak demand would not be altered, and projection ofenergy charges as a f(t) so as to compare current energy prices ascompared to projected future energy prices WHILE also being duringperiods in which billable peak demand would not be altered.

Yet a distributed, decentralized, and decoupled system having valuableenergy storage and power conversion equipment over a wide geographywhere security can't be precisely controlled within a fenced inenvironment creates significant security demands. Another inventivefeature of the system is the utilization of an at least triple locationauthentication process for the dispatch vehicle transport to enabletransfer of transported item(s).

The first location (which can be a defined first geofence), which occursat a known and authorized item loading location (or geofence), of solidcomponents or charged liquid (a.k.a. an RS) with a date-time stampedauthorization (with a first expiration date-time) subject to at leasttwo additional authentication points. The second location (which can bea defined second geofence), which must occur prior to the firstexpiration date-time, occurs at a known and authorized item dischargelocation (or geofence) and also issues a second date-time stampedauthorization (with a second expiration date-time). The third location(which can be a defined third geofence) is a known location of awireless transceiver which verifies the authentication of the firstauthorization and the second authorization having occurred prior totheir respective expiration date-time prior to issuing and communicatingto the vehicle commands to open (and regulate) valve (when liquid, orstorage component lock) position to enable transfer of only specificauthorized items. Failure of any of the three location authorizationsprevents any item transfer, unless the vehicle transport returns to anRS within the logistics network and proceeds to a new set of at leasttriple location authentication process.

It is counter to obvious, and therefore novel, that an energy storagedevice that may have a lower energy density (and even a lower energyconversion efficiency) leads to a superior system solution as measuredby parameters including higher net revenue, higher net profits, lowernet CO2 emissions, and/or lower net fuel consumption. A system thatproduces a readily transportable energy storage component, energystorage by- or co-product of the energy storage component enables andachieves a higher system efficiency. It is understood that having alower energy density or lower energy conversion efficiency is notnecessary to realizing the benefits of the decoupled system.

The following examples are indicative of this benefit as realized by theinventive system:

-   -   1) Large-scale ice storage has a significantly better        coefficient of performance as compared to multiple ice makers of        lower capacity    -   2) Continuously (or at least significantly higher hours of        operation) operating power production equipment at        peak-efficiency load produces more energy efficiently and is        particularly suited to occur at a location in which the majority        (greater than 50%, or preferably greater than 80%) of waste heat        is repurposed. Producing power at the same location in which a        metal oxide battery produces oxygen while being charged enables        higher thermodynamic cycle efficiencies to be obtained, while        having significantly lower air mass flow requirements due to        higher oxygen concentrations in the combustion air which in turn        enables smaller waste heat recovery heat exchangers to be used        (that accelerates the ROI and often becomes the turning point        for financial/economic viability).    -   3) A charged electrolyte solution that is produced “centrally”        at an all things equal larger power producer is more efficient,        as per above, and enables a portable (i.e., decoupling)        decentralized network of energy consumers using a common RS.        Having more RS, particularly when the RS enables very rapid        repowering/recharging within the decentralized network greatly        reduces the range requirement of each transport vehicle within        the network. Utilizing a common energy source enables the        transport vehicle's inherent energy storage tank (or explicit        cargo capable energy storage tank) to become a distributor of        the energy source responding quickly to variations of energy        requirement from the projected demand thus rapidly moving energy        storage inventory to a more optimal location (while increasing        the utilization factor for the transport vehicle, thus lowering        its annual amortization rate per unit of distance traveled). A        large number of RS also greatly reduces the “tank” energy        storage size requirement, and more importantly greatly reduces        the mass of the transport vehicle. Furthermore, use of a liquid        electrolyte enables the system to dynamically alter the onboard        storage requirements to more precisely match the        predicted/projected demand thus optimizing and reducing the mass        of the transport vehicle. The net result is that the electrolyte        (i.e., an energy storage asset) results in a significantly (at        least 5%, preferably at least 20%, and particularly preferred at        least 50%) higher utilization factor resulting in an accelerated        ROI (by at least 5%, preferably at least 20%, and particularly        preferred at least 50%).

The decoupled distributed energy system “DDES” 695, though depicted inmost detail as supporting the distribution of electrolyte (as energysource) from a flow battery, is recognized within the scope of theinvention to be operable for virtually any type of battery (e.g., solidor liquid integral electrolyte, thermal hot or cold) such that chargingof the energy source is designed to take place at a distinct locationfrom the discharging of that same energy source.

The DDES can operate within an on-grid or off-grid (i.e., islandingmode) scenario. It is an important feature of the DDES within theon-grid scenario to issue charging commands at the remote stationaryenergy consumption equipment 1112 location for charging to occur suchthat the maximum peak demand is at or equal to the location's maximumrate demand (which can be established by the DDES, at the incurredmaximum for the current billing period, or overridden by the DDES basedon the location's maximum demand parameters). It is further afundamental feature that the vehicle transportation equipment 690preferentially utilizes the same energy source as the stationary energyconsumption equipment 1112 to empower and move the vehicletransportation equipment 690 from a first location to a second locationwhere an at least one second location is the location of the stationaryenergy consumption equipment 1112. It is understood, though less thanoptimal, that the vehicle transportation equipment (also simply referredto as “vehicle”) 690 can have a distinct energy source and solely beutilized for the transport of the energy source to and from a firstlocation to a second location. In the optimal scenario, the vehicletransports the energy source e.g., electrolyte concurrently on ascheduled trip in which the vehicle has another purpose (i.e., transportof the multipurpose cargo 598) for the same trip as a method tosignificantly reduce the incremental cost associated with the transportof the energy source. The multipurpose cargo 598 is optimally securedwithin the solid storage component 520 (and preferentially locatedwithin the vehicle's exterior space). A fundamental objective of theDDES is to maximize the load factor of each energy source distributioncomponent, such that any electrical transmission wiring capacity isminimized to primarily operate at a “baseload” level on a morecontinuous basis and that the power conversion equipment 1111 at thesame location as the stationary energy consumption equipment 1112utilizes at least one period where the real-time energy consumption isless than the “baseload” level to locally recharge spent (i.e.,discharged) electrolyte into renewed charged electrolyte. It isunderstood that each fixed location has a common equipment 599 “set” ofcomponents that include at least one charge(d) storage component 510, atleast one discharge(d) storage component 505, and each of theaforementioned storage components has either a dedicated (or access to ashared) quality sensor(s) 526 and loading/unloading valve 525 intoenergy source storage. This scenario as represented by the energy sourcebeing an electrolyte, can within the scope of the invention besubstituted for thermal energy source (e.g., ice) in an instance inwhich the real-time energy consumption is less than the “baseload” leveland when the DDES predicts a future demand for cold thermal energybeyond what is currently in charged inventory. The energy source canalso be in the form of a standard battery with integral electrolyte,whether that electrolyte be solid or liquid, though this method is notas practical as the electrolyte for a flow battery. However, there arefundamental advantages when the “standard battery” is a battery thatco-produces oxygen when in the charging state. It is understood that allreferences to electrolyte (thus referring to energy source within flowbatteries) can be replaced by any energy source (whether electrical orthermal) in so far as the energy source is capable of being charged at afirst location and discharged at a second location, and that the energysource has minimal energy losses as it travels via a vehicle between thefirst (i.e., charging) and second (i.e., discharging) locations.

The DDES is a generator and issuer of tank loading and unloading withcorresponding vehicle transport logistics routing for all distributedelectrolyte assets (charged and discharged). The system also tracks andcalculates the logistics pathway for distribution of charged electrolyteand recovery of discharged electrolyte in accordance to at least oneoptimization method selected from the group of 1) maximize revenue, 2)minimize penalties, 3) maximize electricity fulfillment withoutdemand-side reduction, or 4) maximize transport vehicle reservationfulfillment.

The invention manages the charge/discharge state of all electrolytewithin the network of energy storage charged and discharged mediainventory. One exemplary and optimal energy storage media for thedecoupled system is an electrolyte of a flow battery having greater than350 Wh/l, preferably greater than 400 Wh/l, and specifically preferredgreater than 1000 Wh/l.

Turning to FIG. 7, FIG. 7 depicts the primary data structure of theDDES. A datacenter 200, which can be centralized, distributed, or withinthe cloud (as known in the art) has database structure andcategorization of mobile RS business(es) 120, stationary RS business(es)110, power generation business(es) 115, and RS shuttle business(es) 105.One exemplary mobile RS is a transportable containerized powergenerating asset that preferably consumes a biofuel in an ultra-highefficiency system utilizing known in the art Combined Heat and Power“CHP” or Combined Cycle operations to achieve mechanical efficienciesgreater than 40% (preferably greater than 50%, and particularlypreferred greater than 60%). The advantage of a mobile RS is that itleverages the significantly higher energy density of liquid fuels (ascompared to liquid electrolyte of flow battery) and is able todynamically be positioned at a location where it's byproduct orco-products can be optimally put to use. One exemplary stationary RS isanalogous to a current generation fuel station or in the electric worlda Tesla supercharging station. A fundamental flaw with the current planof electric charging stations, even if and actually especially if rapidcharge, is the incredible peak demand of electricity that the RS wouldbe charged. RS charging, just like current gas stations, incur asignificant peak and off-peak business cycle and thus the RS would incura substantial increase in average kilowatt-hour costs due to the lowcapacity utilization factor. In the inventive system, a stationary RSwould have a co-located power generating system operating on thepreferable biofuel (but alternatively natural gas) so as to operate thepower conversion equipment to produce charged media (i.e., charged flowbattery electrolyte) therefore avoiding in full any demand charges.Alternatively, though less desirable would be a grid connectedstationary RS that would have a significantly stable baseload demand soas to transform the primary energy (e.g., electricity) into a rapidlydispatchable charged electrolyte for subsequent and decoupled use by avehicle or intermittent transfer to a vehicle for subsequent anddecoupled use at a second location such that the decoupling is both intime and space. One exemplary power generating business, as noted above,is the grid utility which can provide traditional fossil fuel derivedelectricity or renewable energy, or a standalone solar/wind farm suchthat the renewable energy production becomes decoupled in both the timeand space domains as well. The database 205 tracks the real-time,historic, and projected parameters associated with each business entitytype so as to schedule power provision reservations (i.e., advanceorders) and projected dispatch scheduling of distributed inventory,vehicles for logistics, etc. Each business also has database recordsranging from its employee records 215 with their respective purchasingrecords 220 (and their ultimate source 225) and the residence locationof the employee being a community record 300. The community in which theemployee lives is of particular importance as transportation to and fromwork provides an at least twice daily ability for the same employee toserve as a driver in the vehicle dispatch network. Further, the businessof record 101 for the sales of charged energy storage media maintainsall purchase records 220, source records 225 of said purchases andcorresponding consumption records 222 for each of the businesses clients(having client records 400). The client of each business makesacquisitions both within a community 300.2 and executes tasks 2250within the sourcing 225 process in which the client can also providedriving services of the vehicle 690 (not shown in this figure) beingutilized for dispatch when such vehicle is either manual orsemi-autonomous or even autonomous such that the vehicle for dispatchcan serve both the function of moving the client from a first locationto a second location such that the distribution of charged media occurseither to the same second location or along the route in which theclient desires to have as a destination.

Turning to FIG. 8, FIG. 8 is a minimum set of parameters andmathematical representations of parameters used to determine each aspectof the invention ranging from power generation, distribution, and energyconsumption along with primary vehicle transport demands includingenergy demands while achieving the primary logistics function as well asthe secondary dispatch of energy storage media function. Each node inthe system has an object ID and parameters including multifactorialparameters as a function of time (and optionally including location)domain such as electricity production historic f(t) record(s),electricity consumption historic f(t) record(s), demand consumptionhistoric f(t) record(s), and demand production historic f(t) record(s).These are repeated for projected records instead of historic recordsbeing electricity production projected f(t) record(s), electricityconsumption projected f(t) record(s), demand consumption projected f(t)record(s), and demand production projected f(t) record(s). Both havecorresponding electric rate structures (i.e., energy consumption) andelectricity demand rate structures for both historic and projected.Further parameters include vehicle transport route historic records asf(t) as well as f(geofence/location), and corresponding projectedrecords as f(t). Additional parameters include a comprehensivetransaction record of energy inflow(s) and outflow(s) as well as theratio of inflows to outflows on both a historic and projected basis.Vehicles within the dispatch accessible network have historic,real-time, and projected database records with embedded parametersincluding their distance & routing relative to each RS within thenetwork as a function across the time domain, as well as vehicletransport cargo utilization and energy utilization across the time andspace domains. Differentials in the time domain are recognized as havingan impactful difference in time that is contextual such that the movingof vehicle after unloading energy storage inventory can lead to anapproximately immediate consumption of the unloaded energy storageinventory at the unloading location as soon as the vehicle unloads theinventory and moves away from the unloading location. Therefore,differentials in time domain can be as small as 1 second, but from apractical perspective is approximately 2 minutes or even 30 minutes orlonger.

Turning to FIG. 9, FIG. 9 depicts an embodiment for primary power (i.e.,electricity) being converted into stored energy through a metal-airbattery 645.1 (or equivalent for any energy storage method in whichoxygen 873 is a co-product of the charging method that can be furtherprocessed by an energy storage co-product production equipment 620 suchas an electrochemical pumping of oxygen to a higher pressure) during thecharging mode, in which the battery sources its primary power 807whether it be from onsite electricity generation 71.1 or offsiteelectricity generation 71.2 assets. In the discharge mode, the samemetal air battery 645.2 consumes air (having natural levels of oxygen)806 and emits oxygen depleted air 893. The entire process is optimallymonitored, regulated, and controlled within the overarching objectivesby the DDES 695.

Turning to FIG. 10, FIG. 10 depicts the importance of location (asrepresented by geofences including overlapping geofences) and theirrelative distances between each and every business 101.2 located withina community 300.2 (also depicted are every client record 400.2 withinthat same community) and the community location as represented by afirst geofence 302.2 further within a broader geofence 302.3(representing a region 101). Likewise, a second community 300.1 haswithin it client(s) 400.1 and business(es) 101.1 within a locationrepresented by a geofence 302.1 also within the same region 301 havinggeofence 302.3. The DDES 695 (not shown in this figure) utilizesextensively both (and concurrently) the time and space domains thusspace is represented in great detail by geofences, and though notshowing each and every linkage it is understood that each transaction istracked by both time and space domains to the largest extent possible inorder to initiate reservations for all assets ranging from powergeneration, power conversion, vehicle dispatch, to charged energystorage media. Differentials in space domain is contextual to the scalein which primary energy generation takes place and the environment inwhich it takes place. In most scenarios, the space domain differentialswill be a minimum of 50 meters away and in most instances greater than500 meters away as distances less than 50 meters are typically bestconnected using physical communication of the energy storage media.

Turning to FIG. 11, FIG. 11 depicts the hardware and applicationstructure of the DDES 695 (collectively the entire system on this figureand others) specifically comprised of software applications (alsoreferred to as engines, indicating their inherent capabilities ofutilizing known in the art predictive methods ranging from statisticalto artificial intelligence bots) including at least a vehicle transportengine 3205 (which initiates logistic commands and reservations), RSengine 3202 (which initiates power generating and energy storage mediapower conversion commands and reservations), grid power engine 3204which initiates reservations for power consumption as f(t) to betransformed into energy charged stored media, power consumption engine3201 (which monitors and predicts) for the flow of all primary energy(i.e., electricity) to meet the energy demands (both energy and demandportion) built upon historic records in which power production engine3203 then utilizes to establish predictive power demands as a functionof both time and space domains that are further managed by the energystorage asset engine 3200 (which monitors, regulates, and controls allpower conversion and inventory assets). These applications, collectivelyreferred to as 3024 are processed within an at least one energy storagesystem server 4000. The server communicates via a system bus (3110) toeach discrete (and as known in the industry) hardware controller withsystem memory (comprised of both transitory and non-transitory memory)3021, operating system 3022, file system 3023 having database andprogram data 3025 in the execution of the applications 3024. The server4000 also has a (main) processor 3100, a hardware controller 3111, andoptionally a user display 3113 for the instances in which a personinteracts directly with the system. A second computer 4001 (at a remotelocation) also has the same hardware functional components plus theaddition of an optional AR/VR display 3113.1 (i.e., augmented reality,virtual reality) in the instance in which a person needs to interactwith the system. Though depicted as the applications of location engine3210 and power transaction engine 3211 being executed on the remotecomputer 4001, it is recognized that this control logic can be executedon virtually any discrete computer in so far as the computer haswireless communications (or hardwired) through the server 4000 andremote computer 4001 network interface components (3112).

Turning to FIG. 12, FIG. 12 depicts the interaction between the majorphysical assets within the DDES 695 being the vehicle transportationequipment 690, the energy storage production equipment 645, and theenergy storage co-product production equipment 620. The vehicletransportation equipment monitors, regulates, controls, and ultimatelygenerates commands and reservations through the vehicle inventory energystorage media (in both the charged and discharged state) 600, thevehicle transport records 605 in the time domain f(t) and space domainf(geofence), collectively through analysis (including the vehicle ratestructure record(s) for everything ranging from transportation, onboardenergy consumption, and onboard energy generation through thecontrolling the issuance of reservations to generate the vehicleprojected reservations. The energy storage co-product equipment 620 isanalogous to the power generation processes as well as the energystorage production equipment 646, but for monitoring, regulating, andcontrolling co-product inventory 625, co-product historic generation andconsumption records 630, and co-product rate structure 640 to arrive ata projected 635 set of commands, reservations, and execution tasks. Theprimary energy storage equipment 645 does the same but for primaryenergy storage inventory 650 through the database records of energystorage historic records 655 as a function of time and space domains andenergy storage rate structure records (as f(t)) 665 to yield a set ofenergy storage projection records 660 based on a network of electricitygeneration assets 71 whether they be onsite or offsite. Lastly, thevehicle dynamic configurator 670 monitors, regulates and controls thevehicle physical configuration and routing according to the chargestorage component 510 inventory, discharge storage component 510, andmass-flow control through their respective valves 525 for storageloading and unloading of energy storage media assets. The systemoptimization uniquely takes into account projected logistics cost incombination with projected vehicle availability, which takes intoaccount vehicle staging opportunity from its then current location to asecond location based on projected routing of the vehicles primarylogistics reservations. Further optimization parameters include locationspecific fuel input cost for primary energy generation, resultinglocation-specific revenue of both primary energy and co-product sales,minus location-specific logistic or energy storage delivery penaltyfailures resulting from otherwise system optimization, and also minusprojected vehicle logistics cost based in part on vehicle transportationequipment mobile utilization factor rate.

Turning to FIG. 13, FIG. 13 provides another depiction of the DDES 695with additional details. Many of the pieces of equipment have commonequipment at each node (at least in terms of function). This includesphysical equipment from quality sensors 526, valves of fluid control525, and integral charge storage component 510 with discharge storagecomponent 505 (though preferably in the T2 configuration). A broad rangeof parameters 201 associated with power are included ranging fromconsumption 222, source 225, and purchase 220 records. Theaforementioned within this figure is collectively referred to as CommonEquipment at Each Node 599. The vehicle transportation equipment 690further comprises the common equipment 599 as well as a multi-purposecargo 598, all of which can be dynamically reconfigured. The stationaryenergy consumption equipment 1112 (e.g., a residence) also has thecommon equipment 599 along with power conversion equipment 1111 which atthe very least converts charged energy storage media to dischargedstorage media and preferably can operate in accordance to initiatedcommands and reservations can also regenerate the discharged media backto charged media. This is all coordinated with the energy storageproduction equipment 645 as the delivery of primary power (i.e.,electricity) from electricity generating assets 71 also havingco-located Common Equipment 599, and preferably having a usableco-product in which energy co-product production equipment 620 iscoordinated with a further optimal ability to transform 597 theco-product to a more useful state prior to being stored in the energystorage co-product inventory 625 tank(s).

Turning to FIG. 14, FIG. 14 is another embodiment with some additionalfeatures of the DDES with multiple overlapping features as within FIG.13. Solely the distinct features will be noted, which includes theaddition of a grid disconnect switch 444 as method to physically andcomprehensively separate the grid therefore not having any potentialbearing on offsite electricity generation 71.2 assets. The fundamentalaspect of this embodiment is that a direct current “DC” energy flow, ascompared to an alternating current “AC” energy flow is more readilyenabled as an “island” mode microgrid. It is understood that the RSenergy storage assets are deployable and therefore physically decoupledfrom the transport vehicle. Given the expense of transport vehicles,especially autonomous vehicles having expensive driving/steering sensorsetc., it is a critical feature of the inventive system that the RSassets are decoupled from the transport vehicle so as to not prevent thetransport vehicle from being used for transporting people, cargo, etc.to another location (a third location, or an intermediary locationbetween a second and third location, or third and fourth location,etc.).

Turning to FIG. 15, FIG. 15 depicts in further details the vehicledynamic configurator 670 that has the fundamental purpose of maximizingthe utilization factor for vehicles within the network of mobile assets.This is of particular importance, and in fact enabled, when the vehiclesare autonomous or semi-autonomous (as this increases the asset cost andthus the need to amortize the capital cost preferably over a longerutilization time. Vehicles 690, whether as an individual or collectiveset of vehicles within the network, have a primary function of logisticshaving nothing to do with energy distribution represented by a set ofdedicated vehicle transportation reservations 691.2. The preferredvehicle 690 has onboard charge storage 510 and discharge storage 505along with solid storage 520, and particularly preferred such that theenergy storage media is entirely compatible with the vehicle's motivepowering system (i.e., it utilizes the same electrolyte beingdistributed and dispatched to fulfill its internal energy demands). Allof the components below the “All Linked to DDES System” are not shown asbeing coupled to the DDES graphically, however, each of them areactually directly coupled and linked as a primary component of the DDES695. The location energy storage usage reservations 692.1, whichrepresent the then current reservations by location in which thedelivery of charged energy media is required. The location energystorage usage history 692.3, which is the historic record of pastreservations as f(t), is then aggregated with the reservations 692.1 tobuild and project a set of location energy storage usage projectedreservations 692.4 in which the DDES will execute and initiate commandsand task directives. The location energy storage generation reservations693.1 are the then current set of generating orders/reservations bylocation for each power generating asset within the network. Thelocation energy storage generation reservation history 693.3 is furtherutilized to aggregate with 693.1 to create and then initiate commandsand tasks based on a projected set of location energy storage generationprojected reservations 693.4. The aforementioned combination ofprojected reservations 692.4 with 693.4 is aggregated into a systemvehicle transportation projected reservations 691.4 for the dispatch ofcharged energy storage media by integrating the system vehicletransportation reservations 691.1 (then current reservations) withsystem vehicle transportation reservation history 691.3 to increase theaccuracy of fulfilling the DDES mission of maximizing vehicle logisticsprimary function, energy distribution of charged energy media whilemaximizing system profitability taking into account penalties or clientdissatisfaction by missing logistics and/or energy distributionfunctions. Each of the aforementioned reservation records includescommon parameters 202 including preferred start time, preferred end bytime, required range of start time, required range of end time,alternative starting geofence as f(t), alternative ending geofence asf(t), and space utilization factor as f(t). It is not only understoodbut desirable for charged energy media to be highly distributed andaccessible closest to the point of use and thus to be a real-time bufferof delivered energy WITHOUT requiring double conversion throughsequential energy storage steps particularly from intermittent renewableenergy sources through the delivery of electricity for use in mobileassets (i.e., electric or plug-in hybrid vehicles).

Turning to FIG. 16, FIG. 16 depicts the multiple configurations of RStypes indicated by derivatives of location 9999. Each location 9999 hasat least the inventive Common Equipment 599 (as described in earlierfigure). Location 9999.2 also includes energy storage productionequipment 645 operating as a RS distributor (analogous to a fuelwholesale depot) with the addition of electricity generation 71equipment. Location 9999.3 is a dynamic and mobile physical positionsince it is operating as a RS shuttle for transporting of charged energystorage media for subsequent consumption, or discharged energy storagemedia for subsequent recharging where the charged/discharged media isrepresented as multipurpose cargo 598 (exemplars includepassengers/drivers, packages, or T2 for energy storage media). Location9999.4 is operating as a secondary RS, which is a location that doesn'thave primary power generation capabilities to recharge discharged mediaBUT can utilize grid 7.1 provided energy to recharge the dischargedmedia (such that the DDES will typically limit this operation to timeperiods in which the real-time demand is lower than the then currentpeak demand within the then current billing period). Location 9999.5 isoperating as a standalone RS, which is analogous to a current petroleumstation where charged media is dispatched (i.e., filling of gas tank)with predominantly this as the primary function (in this era, typicallyaccompanied by a small retail convenience store). Location 9999.1 isoperable as a dynamic, mobile, and repositionable primary mobile RS. Allprimary mobile RS' have on-board energy storage media (e.g., electricitygeneration 71.3 producing power 7) to be supplied into the energystorage production equipment 645 to transform discharged media intocharged media. The mobile RS is an inventive feature as it isrepositioned on a dynamic basis to a location in which co-products orbyproducts value are maximized. The implementation of DDES takes intoaccount penalty parameters in its preferred operation including, thoughnot limited to, 1) vehicle missing reservation at any location inclusiveof charging, discharging or a 3^(rd) location, 2) delivery missingreservation at discharging location, 3) failed inventory at charginglocation, and 4) failed inventory of byproduct at charging location orany 3^(rd) location.

Turning to FIG. 17, FIG. 17 depicts another process flow for the DDESsystem. The process logic is carried out within the location engine 3210application that first analyzes the historic data as at least a functiontime of the electricity production, electricity consumption, demandconsumption, and demand production for every location within the DDESnetwork. This analysis includes pricing based on the electricity (orother energy storage media metric, such as BTUs for ice) rate structureand demand structure as at least a function of time. The subsequentprocess step is to initiate the power consumption engine 3201 thatanalyzes for each location in the network the respective location energystorage usage reservations 692.1 (i.e., definitive orders of energystorage media for consumption as f(t)) and accounting for locationenergy storage reservation history 692.3 in then generating a locationenergy storage usage projected reservation(s) 692.4 (i.e., projectedenergy demand orders to meet anticipated shortfalls). The reservationsare the basis for calculating projections as a function of time “f(t)”for electricity production, electricity consumption, demand consumption,and demand production for each location in the network. Revenue iscalculated utilizing the projected as f(t) energy (i.e., electricity)rate structure and demand (i.e., electricity) rate structure. Thesubsequent process step is to analyze existing location specific energystorage generation reservations 693.1 and location energy storagegeneration reservation historic records 693.3 in order to generateprojected location specific energy storage generation reservations693.4. These projected generation reservations are utilized by the powertransaction engine 3211 to initiate a series of transactions based onenergy inflow to outflow ratios on a historic f(t) and projected f(t)basis. Followed by the process step of initiating the RS engine 3202(i.e., the RS control application) for subsequent control through thepower production engine 3203 (responsible for coordination and controlof power generating assets at each location within the network) and gridpower 3204 (responsible for coordination and ordering of energy units)from the centralized or non-network-controlled power producing assets.Collectively a resulting set of dispatch orders are generated and thenmonitored, tracked, coordinated, and executed through the energy storageasset engine 3200 application.

Turning to FIG. 18, FIG. 18 is another DDES process flow primarilydirected to the vehicle operations resulting from the process flow fromFIG. 17 location energy storage generation projected reservations 693.4.The process starts with the initiation of the vehicle transport engine3205 (i.e., analogous to vehicle dispatch coordinator and scheduler).The subsequent step is to analyze the historic records as f(t) ofvehicle transport route(s) for the predominant purpose of predictingenergy consumption for each subsequently scheduled trip by utilizing thehistoric records as a f(t) of distance & route from RS within thenetwork, vehicle transport cargo utilization records as a f(t) so as toanticipate and project physical space availability to transport energystorage media, and as noted earlier for vehicle transport energyutilization as f(t) so as to ensure adequate charged energy storage toat least fulfill transport from a first location (departure) to at leastone second location (destination) through further analysis of vehiclecharging and discharging historic records as f(t) and preferably also asf(route). The system then subsequently generates projected vehicletransport route(s) as f(t) drawing upon at least one of vehicletransport rate structure projected as f(t), distance & route projectedfrom RS(s) as f(t), vehicle transport cargo utilization projected asf(t) and preferably inclusive of cargo weight, and vehicle transportenergy utilization projected as f(t) and preferably specific to theprojected route. The RS engine 3202 is then initiated for thepredominant purpose of optimizing the entire system network beyond theaforementioned vehicle specific designation of projected potentialdispatch orders. This utilizes the then current system vehicletransportation reservations 691.1 and historic records of system vehicletransportation reservations 691.3 in combination with an analysisincorporating vehicle rate structure records (for both charging anddischarging scenarios) to generate a series of instructions andcorresponding records in which vehicles will execute dispatch routes asa database of records of system vehicle transportation projectedreservations 691.4. This optimized set of reservations for the networkof assets within the DDES then calculates specific records for eachvehicle of projected routes as a f(t) 610 for movements of charged anddischarged storage media in conjunction with vehicle reservationsrelevant to multipurpose cargo movement requirements, and for eachlocation energy storage generation projected reservations 693.4.

Turning to FIG. 19, FIG. 19 depicts another process flow centric toenergy storage media inventory. This process initiates the energystorage inventory 650 application that utilizes historic records ofenergy storage as f(t), for a comprehensive analysis in combination withthe energy storage rate structure records as f(t) to generate a seriesof projected records as a f(t) of energy storage inventory requirements.Production orders are initiated and directed to the relevant energystorage production equipment 645, and concurrently initiated anddirected to the relevant energy storage co-product production equipment620. The combination of energy storage co-product historic records (forboth charging and discharging scenarios) as f(t) and the then currentco-product inventory (also for both charging and discharging scenarios)as f(t), and subsequently utilizing the energy storage co-product ratestructure records as f(t) to finally generate projected productionorders as f(t) for the energy storage co-product(s) to meet the systeminventory requirements. DDES continuously monitors on a locationspecific basis the location energy storage generation projectedreservations 693.4 to adjust for operational variations and then startthe process over again to correct for those variations.

Turning to FIG. 20, FIG. 20 is another process flow specific to theenergy storage media transfer process. The first step is to analyzeconsumption record(s) 222, source record(s) 225 and purchase record(s)220 to maintain a historic record of all storage media movements, as ameans of maintaining the highest quality media in spite of highlydistributed nature of the system. The next step, prior to any physicaltransfer of storage media, is the authentication step using the locationengine 3210 to carry out at the least a triple location securityprocess. The energy storage media is then validated utilizing thequality sensors 526, and then DDES controls the valves for loading orunloading of energy storage media as well as controlling the dischargestorage component(s) 505 and/or charge storage component(s) 510.

Turning to FIG. 21, FIG. 21 is another process flow detailing the triplelocation security process. This begins with an analysis of the location9999.1 in which charged energy storage media is first transferred intothe vehicle at an RS and then verified through the vehicle at theauthorized network RS resulting in the issuance of a 1st token with adate-time stamp and a corresponding expiration date/time. Subsequentlythe vehicle conducts an analysis of a second location 9999.2 in order toauthenticate the vehicle is at an authorized unload point (as notedwithin a specific DDES reservation) leading to the subsequent issuanceof a 2^(nd) token also having a date-time stamp and an expirationdate-time stamp. At this point, the same vehicle authenticatescommunication through a known wireless access point to finally issue the3^(rd) token also having a date-time stamp with an expiration date-timestamp. Only after confirming that all three tokens are issued and priorto their expiration date-time stamps is the storage loading and/orunloading process engaged.

Turning to FIG. 22, FIG. 22 depicts a process flow for systemoptimization by sequential analysis of: 1) location 9999.2 for eachenergy storage production equipment 645 operating as RS distributor, 2)location 9999.3 4246315183695640 for each vehicle 690 operating as RSshuttle, 3) location 9999.5 for each common equipment 599 operating as astandalone RS, 4) location 9999.4 for each stationary energy consumptionequipment 1112 operating as a secondary RS, and 5) location 9999.1 foreach vehicle 690.2 operating as a primary mobile RS. Optimizationresults in a series of system vehicle transportation projectedreservations 691.4, and then goes through a continuous (or discrete asreasonable) adjustment process resulting on variations made to vehicleprojected record(s) as f(t) containing routing and dispatchinstructions. Adjustments are also continuously made as vehicles travelthroughout the day leads to subsequent location energy storagegeneration projected reservations 693.4.

Successful operations of DDES requires extensive security procedures,but at a minimum the following security steps include:

1) ensuring that the discharged (particularly when electrolyte) solutionis returned non-diluted (and not more than 1 cycle, i.e., not chargedelsewhere)

2) multi-factor authentication for opening valve in which electrolyte(whether charged or discharged) is being taken/returned so as to limitopportunity for dilution or not returning the same electrolyte in whichit was received (the preferable electrolyte has a taggant at a specifiedconcentration, which is particularly preferred to be an electrolytecatalyst or an inert fluid, or specifically preferred a knownnanoelectricofuel that clearly establishes dilution in addition to thetaggant).

A method to secure the electrolyte asset both in the charged anddischarged condition. Both the vehicle transport and off-board charged &discharged electrolyte tanks have their locations authenticated, whichenables the fully automated valve system (with embedded security andauthentication sensor) to first authorize and then initiate the transferof electrolyte fluid from/to the vehicle transport on-board tanks to theoff-board tanks. The system is further comprised of electrolyte qualitysensors to verify and validate the electrolyte status and notablymethods to determine any dilution or change of charge state as theelectrolyte is being transferred. It is an important feature of thesystem to have the dilution, charge state, and precise volume withineach of the respective charged and discharged tanks to be calibratedwhere the calibration process requires the at least two-locationauthentication to precede the recognition of the calibrated parameters.It is anticipated that a three-location authentication method can beimplemented where the first location is the current location of vehicletransport, the second location is the current location of the energystorage tanks in which energy storage transfer is taking place, and thethird location is the location of a communication node in which thevehicle transport is communicating between. Alternatively, the thirdlocation can be a known location of a system or user in which transfersof energy storage are pre-authorized based on confirmation of the firstand second location being within a specified geofence location andoccurring at a specified date/time range. The system further comprisessensors and control parameters to identify each instance of electrolyteflow to and from the charged electrolyte tank, to and from thedischarged electrolyte tank, and to and from the electrolyte chargingsystem. The system further uses this information to establish pricing ofthe electrolyte fluid in terms of at least: 1) volume of electrolyterecharged, 2) volume stored in the charge tank, and 3) volume stored inthe discharge tank such that it is recognized that electrolyte carryingcosts is essential to calculate as the electrolyte itself is anexpensive asset whether it be in the charged or discharged state andthat each sequential charge/discharge cycle has the potential todeteriorate the electrolyte service life by a minimum of onestandardized electrolyte cycle (as normalized by the projected lifetimecycles of the specified electrolyte).

Throughout the execution of DDES, it is understood that stored energy,particularly electricity, can be directed towards a wide range ofpurposes but notably in the context of improving the efficiency andeffectiveness of DDES and an overarching goal of decarbonization mustinclude at least electricity for:

1) additional oxygen generation

2) electrochemical pumping (or compressing) of oxygen for eitherinventory or oxy-fuel combustion

3) on-site energy storage for additional oxygen, or just on-site energystorage

4) additional on-site power generation for off-site power, which couldalso be from waste heat recovery as a result of oxygen consumption

A fundamental problem with the transition to a decarbonized future isthe requirement for a massive investment into a new “all-electric”infrastructure and a virtually complete abandonment of the existingenergy infrastructure. Another fundamental problem is that a virtuallycomplete ignoring of the largest energy consumers in the world being theindustrial sector. Earlier in this disclosure it was already highlightedhow a non-decoupled traditional electric vehicle places a massive peakdemand (or a “double conversion”) problem shifted to the electricvehicle charging stations and a demand on the vehicle being stationary.

The DDES provides a solution to the problem by leveraging existinginfrastructure (that also enables a smooth and continuous transitionduring the shift from fossil fuels, through to biofuels, and then tofurther growth of intermittent/non-combusting renewables e.g., solar,wind). The DDES also enables the fastest and least expensivedecarbonization plan leveraging the existing infrastructure across thedomains of 1) electricity production, 2) fossil fuel for transportationindustry, and 3) industrial production. The co-locating of energystorage systems, as noted, with co-located oxygen production whencombined with homogeneous radiant combustion with integral waste heatrecovery reduces energy consumption by at least 10% (preferably greaterthan 30%) in petroleum refineries, high-temperature furnaces as used iniron/steel, glass, and metal smelting operations, with co-locatedcombined heat and power NOW properly sized for comprehensive heatproduction and integrated waste heat recovery utilizing advancehigh-temperature heat pump (as known in the art, such as using CO2 asthe refrigerant) as used in the pulp & paper, food & beverage, andchemicals industries.

The inventive system with tight energy flow coupling, but with distincttime and space domains, between industrial, transportation, andmanufacturing assets reduces the capital investment per unit ofdecarbonization by at least 5%, preferably by at least 20%, andparticularly preferred by at least 40%. Utilizing existing assets incombination with strategic deployment of the preferred embodiment of: 1)metal-air batteries, 2) high-temperature heat pump such as thetranscritical CO2 heat pump, 3) high-energy density flow batteryenabling decoupling in both the time and space domain, 4) long-termthermal energy storage media (e.g., ice, phase change materials,thermochemical and polymeric such as azobenzene), and 5) electric orhybrid-electric vehicles, including current assets of petroltransportation and/or asphalt fleet trucks preferably re-configured forautonomous driving as safely enabled INTO the existing network of 1)industrial manufacturing plants particularly those that produce wasteheat that can be repurposed, and/or that can increase their operatingefficiency by consuming oxygen, and/or that consume a greater amount ofheat in comparison to their electrical consumption, 2) points ofconvergence being existing facilities in which transportation vehiclesspend significant amounts of time being stationary, or that have arelatively high density of labor personnel (relative to residentialfacilities), 3) petroleum stations, and 4) combustion-based power plantsproducing waste heat ALL leveraging either the aforementioned fleet ofvehicles reconfigured for logistics transport of charged/dischargedelectrolyte and/or thermal energy storage (preferably long-term storagemedium, which is defined as having less than 10% thermal losses over aperiod of at least 2 days relative to traditional thermal energy storagemedium as known in the art). The DDES in combination with a fleet ofautonomous vehicles is the optimal method of decarbonization WHILEmaximizing the utilization of existing assets notably: 1) refineries, 2)petroleum logistic, 3) roads, and 4) buildings. The preferredtransaction system further features digital currency or virtually anysystem that enables peer-to-peer financial transactions. The result is atruly decoupled, distributed, and ultra-high efficiency energy systemenabling rapid decarbonization of our planet on a community by communityempowering basis. Further, increasing the energy efficiency of petroleumrefineries AND integrating the existing petroleum infrastructure INTOthe final solution also provides a win-win transition such that thesignificant increase in biofuels whether it be in the form of gaseousfuels consumed for electricity (or used as syngas for biochemicalproduction), or liquid form for transportation fuels displacing thecurrent fossil fuel fraction, or in solid form for subsequent combustionfor electricity production (such as in existing coal, biomass powerplants) or for industrial boilers such as pulp & paper, food & beverageindustries, etc.

The DDES further includes dynamic routing and dynamic inventory controlto optimize the vehicle and energy storage media efficiency andeffectiveness. As noted before, the lighter the vehicle weight the moreenergy efficient the trip is from a first location to a second locationby reducing energy consumption and lowering rolling friction. Thevehicle being autonomous is able to continue on to any RS available postthe completion of the primary transport purpose, or even interject an RSrecharging stop between the first and second locations (with theunderstanding that an incentive may be necessary in the event that theprimary transport purpose is to convey people, or if the delivery ofitems becomes delayed and therefore subject to a delivery delaypenalty). The further autonomous recharging process, particularly withthe preferred utilization of charged/discharged electrolyte of a flowbattery, converges high-people density locations into the new RS of thefuture (which would be impossible to achieve such high throughput,whether because of high peak demand charges or simply the relativelyslower recharging times). The significant ease and increase in RSlocations OVERCOMES virtually all of the otherwise deficiencies ofcurrent relatively lower energy density of flow battery electrolyteversus otherwise solid or liquid electrolyte within traditional non-flowbattery energy storage devices.

Turning to FIG. 23, FIG. 23 depicts a preferred embodiment of DDESleveraging the existing infrastructure particularly of the traditionaloil and gas industry. This FIG. 23 is similar to FIG. 16 with thefollowing noted differences. The DDES 695 utilizes refinery or petroleumstation(s) as indicated as Location 9999.2 in an RS distributioncapacity. This is of particular preference as the refinery distillationprocess utilizes oxygen co-product (as shown in earlier figure) tosignificantly increase its energy efficiency through homogeneous radiantcombustion waste heat recovery (one embodiment as known in the art byAtreya), leverages the refinery's capabilities of shifting and/orincorporating biofuels (one embodiment as known in the art by Cai et.al.) to a renewable fuel enabling both on-site on-demand renewableelectricity production and/or fungible transportation fuels to offset atleast a portion of the fossil fuel fraction of existing transportationfuels, and importantly leverages the existing logistics and fleet offuel transporters. The preferred embodiment has the fuel transportersbeing reconfigured to be electric or hybrid-electric with energyrecovery as known in the art to reduce it's CO2 footprint particularlywhen the fuel transporter is moving charged electrolyte to another RSand thus operational as an RS shuttle indicated by Location 9999.3.Location 9999.1 indicates a fuel transporter outfitted with an on-boardelectricity generator 71.1 system preferably operable with biofuels asproduced within the aforementioned refinery to become a mobile RSleveraging the higher energy density of the biofuel (or petroleum fuel).Location 9999.4 indicates a traditional consumer of electricity havingat least a portion of its electricity obtained via a flow battery forpower conversion and consumption of the delivered charged electrolyte.Additional petroleum infrastructure includes free-standing petroleumstations reconfigured to store charged media preferably leveragingexisting in-ground fuel tanks and retail store providing for a smoothtransition from petroleum fuels to enhanced biofuels and then to“electric” fuels. The utilization of charged electrolyte literallymaintains virtually the same refueling (but now recharging) process ascurrently practiced for traditional non-electric vehicles. Importantly,no new electric transmission or infrastructure is required. AdditionalRS locations are added, as indicated by Location 9999.5, to increasesignificantly the number of recharging stations. The preferred 9999.5locations are within geographies that already have high vehicle density,and more preferably additionally high electricity consumption or demandsuch that the delivery of charged media is significantly consumed withinthe facility thus lowering the weighted average logistics cost per unitof energy delivered. Qualifying locations include manufacturing plants,shopping malls, schools, office parks, coffee shops, donut stores, etc.These locations all have passengers/drivers that spend at least a fewminutes (and typically even longer) therefore an autonomous vehicle thatis recharging (preferably also in an automated manner) doesn't detractfrom customer convenience at all, and in fact the customer willexperience the benefits of valet at no additional or incremental cost.The manufacturing plants for either 9999.2 locations preferably includeiron & steel, glass, smelting, and cement plants where oxygenconsumption is particularly advantageous. Additional plants where wasteheat byproducts are preferably leveraged include chemical, pulp & paper,and food & beverage plants. The logistics expertise within the oil & gasindustry is significantly leveraged to achieve maximum distributionefficiency and enabling the bypass of the electric utility grid as apractical and high-revenue sales outlet for “excess” electricity. Havingthis excess electricity outlet enables the aforementioned plants (andother facilities) will have the secondary benefit of significantlyincreasing the opportunity for co-generation where waste heat, as knownin the art, can be repurposed to satisfy on-site thermal energyrequirements (i.e., both cold and hot), which are currently hindered aselectric utilities often charge backup fees and offer prohibitively lowpurchase price for “excess” electricity.

Turning to FIG. 24, FIG. 24 is a process flow diagram for the inventiveroute scheduling component of the DDES. A novel feature of thisscheduling component is vehicle 690 centric when the vehicle 690 motivepower utilizes the common charged media with other energy consumers atdifferent locations 9999. It is understood in this process that bothprocess steps can be optionally skipped, or the absolute order can bealtered, but the ability to dynamically alter the range of the vehiclethrough recharging (not inherently unique) and unloading of charge media(inherently unique). The first process step of Recharge, that exemplarytakes place at location 9999.5 (e.g., free-standing petroleum stationconfigured as an RS, or a standalone RS) in an autonomous vehicle takesplace prior to the Pickup step. The Pickup step can be for a wide rangeof multipurpose cargo 598 that can include passenger/driver. In theevent that the trip is long, an additional Recharge step can take placeat location 9999.5 (e.g., free-standing petroleum station configured asan RS, or a standalone RS). Another scenario is such that this Rechargestep is largely for the purpose of transporting charged media to anotherlocation 9999.4 that consumes the charged media, preferably when thislocation is en route to the final destination. The subsequent processstep is a Drop-off step in which case the vehicle removes the earlieron-boarded multipurpose cargo 598, and preferably at a location 9999.4that consumes the same charged media. In the event that the vehicle hassufficient charged media to further the trip, the vehicle has forillustrative purposes two subsequent pickup and drop-off steps ofmultipurpose cargo 598. Once the vehicle serves its primary transportfunction, additional transport logistics of secondary transport functionare illustrative to significantly increase the vehicle utilization rate(including the process step of dynamically reconfiguring the vehiclepreferably by loading a Tank-in-tank for additional charged mediastorage capacity) through the dispatch and delivery of charged media toat least one (illustrative as being two locations) location 9999.4 thatconsumes the charged media. The vehicle then stops at any location ofconvenience as instructed by the DDES dispatch scheduling component inanticipation of a next primary or secondary transport purpose. Thedispatch scheduling component takes into account both revenue as notedearlier plus any potential offsets by penalty fees with the followingbeing exemplary fees: 1) vehicle reservation drop-off delay as afunction of at least (time, specific vehicle identification, vehicletype), 2) multipurpose cargo drop-off delay as a function of at least(time, specific cargo identification, cargo type), 3) multipurpose cargopickup delay as a function of at least (time, specific cargoidentification, cargo type), 4) unload charge drop-off as a function ofat least (time, specific location identification, and location type),and recharge pickup delay as a function of at least (time, specific RSidentification, and RS type).

The optimal embodiment of the invention is such that virtually all ofthe energy assets, whether producers or consumers or energy storage, aredecoupled and distributed from non-dispatchable assets. Dispatchableassets, particularly energy generation assets are relatively immediatelyable to respond to requests for power output by active on/off controland further preferentially able to adjust their power output in responseto the system (in other words, not nature driven solar or wind assets).The particularly preferred dispatchable asset utilizes renewablebiofuels and is co-located at a location that leverages both co-productsfrom metal-air energy storage asset in industrial processes andbyproducts (e.g., waste heat) within the same industrial processes tosignificantly increase thermodynamic exergy efficiency at that locationand concurrently at the aggregate across the entire DDES network. Theimbalance of primary energy (e.g., electricity) consumption at the mostenergy intensive industrial processes, notably refineries and processeswith high-temperature furnaces, uniquely leverage oxygen co-product andfurther translate their on-site waste heat into higher-value mobileenergy storage in the form of flow battery electrolyte (bypassing thegrid in its entirety) to further leverage dispatchable autonomoustransport vehicles. The result is that a highly integrated decoupled anddistributed system that COMBINES and optimizes residential, commercial,and industrial energy processes is vastly more efficient in terms ofsystem exergy, asset utilization, and revenue generation bypassing thesignificantly expensive and long payback period of otherwise standaloneenergy storage systems. Current visions of a fleet of mobile energystorage systems (i.e., electric vehicles), non-flow battery type, aremarginally more cost-effective but sacrifice vehicle utilization andmobility to serve that function and have no practical method to serveits primary function without varying the destination of the electricvehicle without sacrificing either the passenger convenience or theeffectiveness of mobile energy storage at its point of energyconsumption.

Turning to FIG. 25, FIG. 25 is another perspective of effectively FIGS.8 and 13 though now functionally separated by a representative location9999.1 and it's associated system components with more clearrepresentation of the inter-relationship to the key control engineelements of the decoupled distributed energy system 695, notably thelocation engine 3210, the grid power engine 3204, the power productionengine 3203, and the power consumption engine 3201. The location engine3210 coordinates many location specific aspects of the system notablythe onsite electricity generation 71.1 in-conjunction with the offsiteelectricity generation 71.2 (a.k.a. grid electricity) so as to ensurethat the stationary energy consumption equipment 1112 always hasadequate available energy to enable proper operations of the primarymission at the location (which can range from a high-temperatureindustrial process such as steel, cement, glass, oil refinery, etc. to amore ordinary retail store or commercial office building). Additionallocation specific components include energy storage production equipment645, which is the energy storage components capable of storing anyexcess energy made available by the aggregate of offsite electricitygeneration 71.2 and onsite electricity generation 71.1 beyond thereal-time demands of the stationary energy consumption equipment 1112.The power production engine 3203 coordinates the operations of theonsite electricity generation 71.1 based on real-time requirements thestatus of energy storage production equipment 645 (i.e., is the energystorage fully charged or still have capacity to be charged, or due toexpensive electricity rate structure projected as f(t) and/or highelectricity demand rate projected as f(t))) so as to maintain thelocation 9999.1 peak demand below a critical threshold to reduce monthlyor annual peak demand charges. The operation of the onsite electricitygeneration 71.1 virtually always yields the co-product of waste heat andcarbon dioxide, all which can be valorized (to increase value)respectively for additional electricity production or process heating,or carbon dioxide to greenhouse or microalgae in which carbon dioxideincreases their respective yields. The availability of energy storageco-product storage managed or produced directly by operations of onsiteelectricity generation 71.1 or indirectly by the charging of metal-airbatteries that produce high-value oxygen (that can be used forincreasing energy efficiency of high-temperature furnaces as oneexample). In many instances the value of the oxygen from charging ofmetal-air batteries is more valuable to the onsite operations ofstationary energy consumption equipment 1112 than wholesale selling ofelectricity to the grid (i.e., net-metering to the offsite electricitygeneration 71.2) and therefore explicitly the power production engine3203 when the energy storage co-product inventory is not at fullcapacity would elect to produce an excess amount of electricity whenboth the co-product inventory and 625 and energy storage inventory 645(e.g., metal-air battery) are not at full capacity, especially when theelectricity energy and demand rates of the offsite electricitygeneration 71.2 are less than favorable. It is understood that energystorage co-product production equipment 620 may be needed to make theco-product more readily useful for onsite or offsite co-productconsumption. Excess electricity produced (or available even from thegrid when electricity and/or demand rates are particularly favorable) toeither stationary energy storage 645 or mobile/dispatchable energystorage (a.k.a. charge storage component 510) that would be transportedto a second location.

The power consumption engine 3201 utilized the electricity demand rateprojections as f(t) in combination with the electricity rate structureprojections as f(t) further in combination with the electricityconsumption projections as f(t) with demand consumption projections alsoas f(t) of the stationary energy consumption equipment 1112. Theprojections are further a function of the historic rate electric(energy) structure, the historic rate demand, electricity consumption,and demand of consumption all as a f(t).

The power production engine 3203 controls the onsite electricitygeneration 71.1 equipment that has accumulated a historic performancethat includes electricity production (often as a function oftemperature, fuel, etc.) yielding both energy efficiency and demandproduction (e.g., capacity). These parameters, all of which are f(t),serve to create projections of f(t) for demand production and alsoelectricity production. The invented decoupled distributed energy system695 operates the onsite electricity generation uniquely taking advantageof additional co-production assets and dispatchable energy storageassets, particularly when the dispatchable energy storage assets createa co-product specifically useful at the same location in which theonsite electricity generation is operating. It is further understoodthat modular size onsite electricity generation equipment can bedispatched to a second location particularly when the second locationhas a need for the co-product in additional to the dispatchable storedelectricity within the charge storage component 510 (dispatchablebattery of charged electrolyte).

Turning to FIG. 26, FIG. 26 is a differently organized view of FIGS. 8,11, and 12 for clearer enablement details. The location engine 3210primary purpose is to utilize historic energy and demand data toultimately create a forward-looking predictive model of energyconsumption and peak demand that is then the foundation for coordinatingof energy generation assets and ultimately the coordination of energystorage assets. The location engine uses the historic electricity ratestructure as a function of time “f(t)” combined with historicelectricity consumption f(t) and historic demand consumption to create,preferentially with machine learning, into a projected demandconsumption f(t) and projected electricity consumption f(t). Theintegration of weather predictions in combination with 3-dimensionalgeospatial “3D” data provides high-accuracy projections of energyconsumption and demand by accounting for location-specific impact ofwind speed, wind direction, solar vector onto the location'sinfrastructure in combination with solar intensity as accounting forseasonal variation (as known in the art) and also weather predictedcloud coverage. The 3D model uniquely enables location specific solarshading and wind breaks such as obtained by the precise position of atree, a hill, or even a neighboring set of buildings. The 3D model alsois then uniquely integrated into the location's grid transmissionsystem, and all of the branches and nodes within those branches toprecisely overlay the projected energy consumption and demand f(t) intothe same 3D model. FIG. 33 provides more detail on the use of the 3Dmodel to uniquely solve both primary and secondary distributed energydeployment enabling the optimization of grid resources and themaximization of on-site renewable energy generation assets.

The projected electricity demand rate f(t) establishes the financialvalue associated with operating decisions made by the system based onprojected demand production f(t) having improved accuracy leveragingalso the 3D model overlaid on the historic demand production f(t) so asto provide a projected electricity production f(t) which itself is alsooverlaid on the historic electricity production f(t). It is understoodthat all historic data tightly integrates the then current weather data(i.e., wind, rain, cloud coverage, solar vector, etc.) evenretroactively and further integrated with 3D model data alsoretroactively. A fundamental flaw associated with machine learning isboth the requirement for very large data sets and even then, often failsto lead to good predictive models. The most common reason for failedpredictive accuracy is simply insufficient data to establish modes ofoperating to properly segment data. One instance that is improved by the3D model is a tree or adjoining building that blocks the sun during thewinter and thus reducing “free” heat from the sun, or the same treeblocking the wind during the winter and therefore reducing the heatinglosses from the building at the location of interest. Without thisimportant knowledge even entirely accurate predictive weather data willfail to provide a good projected energy consumption f(t) and projecteddemand consumption f(t) as well as projected demand production f(t) forany local wind generation capacity.

Another critical feature of the inventive system is the dispatchscheduling of energy generating assets (both electrical and thermal) byaccounting for both the electricity consumption f(t) and electricitydemand consumption f(t) of the first location and the same parametersf(t) of the second location, plus the inclusion of energy consumptionassociated with the dispatch and transportation of roaming (i.e.,non-stationary) energy storage assets 510 as they are transported fromthe first location to the second location. The system also allocatesexcess energy generation between the roaming energy storage assets 510and non-roaming energy storage assets through at least in part theenergy storage production equipment 645 that optimally also producesconcurrently an energy storage co-product into a storage vessel fornon-real-time inventory 625. The energy consumption during suchtransport is a function of the weight of the energy storage, thephysical footprint of the energy storage that influences the size of thetransport vehicle, and of course the distance and route associated withthe transporting from the first location to the second location. Thetransport energy consumption, which is draws upon either or both energystored in the transported energy storage assets (as well as fromintegral energy storage asset of the transport vehicle when such vehicleis an electric vehicle), is projected accurately by taking into accountthe historic distance and route of (i.e., being the roaming storage“RS(s)” between each available first location and second locationpairing) the RS(s) as a f(t). The system uniquely uses the period oftime between the first location peak demand occurrence and the secondlocation peak demand occurrence while accounting for transport time andtransport energy consumption as drawn from the transported roamingstorage to coordinate the precise time in which the RS should stop beingcharged at the first location, the precise time in which the RS shouldbegin being transported from the first location to the second locationafter evaluating and down-selecting in fact which is the optimal secondlocation for the RS to be transported to. Contrary to prior art, thedecision of transporting energy storage assets to a second location isnot based only on projected energy consumption at the second locationBUT in fact on the timing of peak demand at the second location relativeto the first location's peak demand and the rate differential betweenthe first locations peak demand rate structure and the second locationspeak demand rate structure while accounting for transport time betweenthe first and second location.

The vehicle transport engine 3205 coordinates the transport of RS assetsfrom a first location to a second location, while also providing theoverarching system with vehicle specific information as well as routingspecific information for first determining what is the appropriatesecond location to transport the RS asset(s) from the first location tothe second location and selecting when more than one vehicle isavailable the appropriate transport vehicle 690.1. The combination ofavailable transport vehicles 690.1, their respective total capacity andavailable capacity, with the demand for an appropriately sized RS assetrequired at the second location (and potentially even considering thenext location(s) being the third location and fourth location, etc.) andthen while transporting the RS asset(s) optimally leveraging the RSasset to improve the energy recovery of the vehicle transport moving theRS asset from the first location to the second location. The selectionof the transport vehicle 690.1 is based on vehicle transport historicrate structure f(t) that is then utilized by the vehicle transportengine 3205 to select an appropriate transport vehicle based at theminimum on vehicle transport cargo historic utilization f(t) and vehicletransport historic route f(t) (i.e., historically accounting for trafficand routing at time of day and day of week, etc. to predict both theamount of time it will take to transport RS asset from first location tothe second location and how much incremental energy the transportvehicle will consumer). The historic f(t) is then utilized by thevehicle transport engine 3205 to calculate the vehicle transportprojected rate structure f(t) and the vehicle transport projected routef(t). The cargo capacity of the transport vehicle, including the totalcapacity and the available capacity is furthered combined with thehistoric ratio of transactions inflow:outflow ratio f(t) to also createa projected transactions inflow:outflow ratio f(t) such that the cargo,including an RS asset charged to discharged ratio is included when theRS asset is a flow battery electrolyte. It is understood that therevenue realized by the transport vehicle 690.1, or least the method toreduce the operating expense of every trip between locations, ismaximized by maximizing the capacity utilization all things equal andmore so maximizing the cargo (non-RS asset) capacity will yield higherrevenue (as the revenue value per physical volume and physical weight istypically lowest for RS asset relative to other cargo such as food,groceries, Amazon delivery, restaurant food delivery, etc.). Cargoutilization is projected f(t) based on scheduled cargo logisticsrequirements (i.e., the need to move from first location to either asecond location or even a third location, including an intermediarylocation that is approximately on-route between the otherwise routebetween the first and second location) and the historic cargoutilization f(t). Once the projected RS asset(s) and cargo are projectedthe appropriate transport vehicle 690.1 is able to be down-selected alsotaking into account the now calculated transport vehicle energyutilization based on first the historic f(t) to create a projected f(t).The optimal transport vehicle is also an electric vehicle that is nowable to leverage the combination of its onboard always charge storage510.32 (i.e., battery when it is not a flow battery) and onboard alwaysdischarge storage 505.34, where the transport vehicle during braking ordecelerating is now able to have a larger inrush current due to theaggregate battery capacity of the onboard always with the dispatchablecharge storage 510.31. Virtually all of the aforementioned parametersare utilized to determine the second location that is a function ofcargo logistics and requirements for the RS asset to be dispatched andready to meet the second location's peak demand f(t) such that the RSasset is dispatched to reduce the on-grid or on-site energy (kW) demandrequirements. The vehicle transport engine 3205 selects both thetransport vehicle 690.1 and at least the second location (which may be afurther function of a third location) in which an RS asset and/or cargois required at that second location.

Turning to FIG. 27. FIG. 27 depicts the time function f(t) ofoverlapping peak energy demand at a first location with the secondlocation (only one is shown, when in reality every second locationcandidate would also be overlapping with the first location). The systemat the least would use the historic demand profile of the first locationoverlapped with the second location for advance planning, yet moreoptimally the system would use the projected demand profile of the firstlocation overlapped with the second location for advance planning, andparticularly optimal the system would use the shown real-time demandprofile at the first location for real-time control of charging the RSasset as indicated by “Cha @ 1” meaning charge state at location 1 anddischarging the RS asset as indicated by “Dis @ 1” meaning dischargestate at location 1. As noted in FIG. 26 the RS asset can also be usedby the transport vehicle as indicated in FIG. 27 “Tra 1 to 2” meaningtravel between first location and second location. The respective demandprofile at location 1 (top) and demand profile at location 2 (bottom)both have a discharging upper limit for the location such that the RSasset must be utilized to maintain the peak demand at the respectivelocation below that absolute kW peak demand limit. The Demand Thresholdis the target kW peak demand that the location such that the RS asset isutilized to strive to maintain the location peak demand below suchlevel, and as such that RS asset switches between charge and dischargestates as a function of the shown real-time demand at the location. TheCharging Lower Limit is the lowest stored energy within the RS assetsuch that the RS asset can achieve it's intended mission of reducing thepeak demand at the second location. It is critical to note that the RSasset can't discharge beyond the Charging Lower Limit at location 1 inorder to serve properly the location 2 which can include energyconsumption by the transport vehicle during RS logistics transit. It isanother critical feature of the system that transport vehicleavailability enables the RS movement from first location to secondlocation. It is one other critical feature that the system determineswhether or not to RS charging at either the first location or the secondlocation, once it is determined when the RS must leave first location toarrive at second location in time to meet second location peak DemandThreshold such that the relative electricity energy rate at the firstlocation is compared to the second location (in addition to thedetermination whether or not the first location can benefit from anyco-product produced).

Turning to FIG. 28, FIG. 28 depicts the demand profile at first location(Location 1) relative to second location (Location 2) both as f(t) whereat least the first location has on-site energy generation capacity. The“G” is indicative of generation whether it be for electricity that iseither used at the first location or for charging the RS asset. The “C”is indicative of charging of the RS asset, as well as generatoroperating but for the sole purpose of providing electricity to the RSasset beyond that which is required at the first location. The “0” isindicative of no demand whether it be of generator, RS asset, orco-product. The first instance of “G C G” is where the first locationdemand is above the Demand Threshold therefore triggering the on-sitegenerator to generate electricity so as to keep the demand as close aspossible to that Demand Threshold. The process of running the generatorcreates co-product, such as waste heat, and the process of charging ametal-air battery RS asset generators oxygen both being fundamentalinputs in also establishing whether the on-site generators operate inelectricity production mode and not just the peak demand of the firstlocation. The second instance of “G D O” is exemplary of where operatingthe on-site generator exceeds its Generation Upper Limit and thereforethe first location uses stored energy from the RS asset (i.e., is now indischarge mode). The instance of “C C G” is where the generator isoperating predominantly for the purpose of generating electricity tocharge the RS asset and also to produce co-product (as the inventorytank is not at full capacity and therefore is capable of storing theco-product). The instance of “O C O” doesn't have the on-site generatorin generation mode due to neither demand of the first location (i.e.,being below the Demand Threshold) and the Co-Product Inventory tankbeing full therefore no primary or secondary benefit is realized.

Turning to FIG. 29, FIG. 29 depicts the RS charge level state duringtransport from a first location to a second location such that the RSprovides (or receives) energy to/from the transport vehicle 690.1(though not shown). The range extender is functionally the same as agenerator at a fixed location (such as first location), though on atransport vehicle is substantially more expensive to operate than theelectricity already onboard of the vehicle (whether it be part of thetransport vehicle or dispatchable to the second location). This figureshows the state points of the range extender, the RS asset, and thetransport vehicle energy recovery system. The bottom figure shows thevelocity of vehicle overlaid with the RS asset energy storage level bothas f(t). There is only one instance in which the range extenderoperates, and most likely due to excessive traffic or weather delaysbeyond the projected vehicle energy consumption where without operatingthe range extender the RS asset will fall below the DestinationThreshold and therefore fail to meet its mission of reducing peak demandat the second location. The vehicle energy recovery system is capable ofrecovering energy whenever the RS asset is below the Storage UpperLimit. The Storage Lower Limit is the RS asset energy state in which itis critical that the RS remains above, and therefore even if the stateof charge is above the Destination Threshold the range extender wouldneed to operate for the purpose of charging the RS asset.

Turning to FIG. 30, FIG. 30 depicts the multiple routing vectors betweeneach of the first and second locations relative to each other 9999.1through 9999.6. The Figure essentially is a top-down view also showingthe relative location of available transport vehicles 690.1 through690.5. The system will utilize parameters as shown in the next figure tomake the determination as to which transport vehicle should be used totransport RS assets from a first location to a second location.

Turning to FIG. 31, FIG. 31 depicts four tables showing parameters firstof the Energy Storage “RS” Assets, Locations, Transport Vehicles, andCargo. Energy Storage Assets, as shown for Battery 1 through Battery 8,has a current location (such as first, second, etc, location), a currentcharge state (kWh), a full charge state (battery capacity when fullycharged), a projected charge rate per hour (which is based on currentstate of charge, age of battery, and type of charger), all resulting inthe critical projected time to reach the fully charged state at theestimated time of departure “ETD” in kWh in order for the RS asset toaccomplish its mission at the second location. The Locations table showsthe historic energy use f(t) for each location (where “h” indicateshistoric, and “e” indicates energy), projected energy use f(t) (wherethe “p” indicates projected), real-time energy use f(t) (where the “r’indicates real-time), historic, projected, and real-time demandrespectively as f(t), the routing times between each location and theother location candidates (shown only as historic, though understood toalso include projected and real-time) where x is for each of the otherlocations with exemplary of first location being from the second to thesixth location), the time of which peak demand occurs (i.e., when the RSasset must arrive at the destination second location) and the ChargeState Required at ETA (i.e., the amount of stored energy within RSasset) with both required in order to properly achieve the peak demandreduction at the second location. The Vehicles table shows the currentlocation of the transport vehicle 690.1 (not shown but referenced asTransport Vehicle 1 through 7), the Current On-Board Charge State, theFull(y) Charge(d) State, the Projected Charge Rate per hour (state ofcharge of onboard battery), the Projected Time to reach Full ChargeState at ETD (estimated time of departure), as well as IncrementalIn-Route Energy so as to provide comparative transport vehicle energyuse between transport vehicle types, Primary Cargo Energy StorageCapacity (i.e., the maximum amount of RS energy stored that can bedispatched from a first location to a second location), and SecondaryCargo Non-Energy Storage Capacity (i.e., how much non-RS asset cargo canbe carried, so as to maximize cargo logistics revenue). The Cargo tableshows the parameters of where Current Inventory for each location,Ordered Items (meaning where is Cargo required to be for consumption),Real-time Energy Use (provides incremental energy consumption normalizedby transport vehicle), Physical Space (provides how much space withinthe cargo area of a transport vehicle is required), Weight (provides howmuch does the cargo weigh), Storage Conditions (any special storageconditions for onboard transit), Stacking Limitations (any speciallimitations as to how the cargo is loaded and packed for onboardtransit), Receiving Conditions (i.e., any special package stacking orstorage conditions limitations at destination), and Max(imum) ReceivingStorage time (i.e., the maximum duration of cargo being stored at thereceiving location prior to final delivery to consumer).

Turning to FIG. 32, FIG. 32 depicts a 2d (top down) view of an otherwise3d (fully geospatial including altitude) model of the grid transmissionsystem. The grid is comprised of at least one generating asset, thoughshown having three 71.1, 71.2, and 71.3 along the grid. The grid isdepicted as a single linear grid, though it is understood thetransmission grid actually contains many branches and many nodes on eachbranch. Energy Consumer 110.1 represents one node in which behind themeter energy storage is present, which can include electrical chargestorage 510.1, thermal charge storage 510.11 all of which is representedin 3-dimenstional “3d” geospatial space as well as having a historicalmodel of energy consumption 9996.1 (preferably in as much detail aspossible, but most importantly thermal energy consumption models forheating, air conditioning, refrigeration, hot water) in addition toreal-time models 9997.1 such as being obtained via smart meters as knownin the art. It is a critical feature of the system in establishingprojected energy consumption at the location (whether it be first orsecond or third or . . . ) that the building (a.k.a. location) utilizesthe 3d model 9995.1 to more accurately predict the projected energyconsumption by normalization first the historic model 9996.1 using the3d model to account for wind speed, wind direction, solar intensity,solar vector such that the 3d model includes shading and barrierassociated with additional items within the 3d model (e.g., trees,relative altitude, relative position of hills/mountains, wind sensordata, as well as additional co-located buildings or infrastructureetc.). Additional standalone energy storage (i.e., on-grid, not behindthe meter) 650.1 is present on the transmission grid, with the idealembodiment such that the RS assets can be deployed to either standaloneenergy storage placement or behind the meter energy storage placement bythe inventive dispatchable energy storage assets. It is understood thatany of the energy consumer locations 110.1 through 110.3 can and likelywill have co-located energy generation assets including solar panels orwind turbines or on-site generators.

It is understood that the invention includes and anticipates known inthe art methods to physically link the vehicle transport energy storagetanks (or batteries) to the energy consuming assets utilizing automatedor semi-automated equipment with automated aligning methods andmulti-factor with multi-location authentication methods to reduce (orpreferably eliminate) any opportunities to alter the status of thecharged or discharged energy storage medium.

Turning to FIG. 33, FIG. 33 depicts process flow logic specificallyaround the 3d model and how the inventive system leverages the 3d modelto optimize the performance of the distributed decoupled energy storagesystem as well as deployment of renewable energy producing assetsparticularly optimizing for 5G communications placement. The processlogic begins by evaluating historic, projected, and real-time energyconsumption (demand, voltage, current, power factor) for each node oneach branch. Preferably each consumer, and consumer to consumer model isprovided for in the 3d model. Each consumer is overlaid onto theappropriate node and then the appropriate branch so as to provide a highaccuracy projection of energy consumption f(t) and peak demand f(t) foreach branch of the transmission grid. The system analyzes the historicdata, including retroactively embedding weather and/or solar intensitydata onto historic data accounting preferably for the 3d model in thecreating a high-accuracy (at least 5% more accurate than withoutretroactive data or without 3d model data) projected energy consumptionand peak demand for each branch and each node on its branch. Ofparticular importance is the projected thermal load f(t) due to thethermal loads being the primary candidate for load shifting in additionto lower cost thermal energy storage (whether be dispatchable orstationary). Projected electrical energy consumption f(t) is overlaidwith the projected thermal energy consumption f(t) into an integratedcombined electrical and thermal model so as to determine whenelectricity should be directly stored into thermal energy instead oftraditional electrical batteries. The 3d models that are used toestablish projected energy consumption and demand profiles as f(t) arealso critical to improve the accuracy of projecting renewable energygeneration (e.g., solar, wind) especially when those generating assetsare impacted with nearby infrastructure (e.g., trees, buildings,bridges, etc.) that impact the generating rates of those generatingassets. The result is a schedule of predictive generation f(t) of thoserenewable assets overlaid onto the consumption f(t) in order to optimizethe deployment of dispatchable energy storage assets. The 3d model isall overlaid onto the transmission grid nodes and nodes within branches.This resulting 3d model, in combination or standalone with dispatchableRS assets, is the fundamental and inventive model to establish thelocation for new renewable energy assets. The placement of renewableenergy assets then becomes a preferred embodiment to establish thelocation of 5G communication towers, especially when such 5Gcommunication towers are multi-functional by providing the height forwind turbines leveraging the same tower. It is understood that the 3dmodel overlaid with communication demand f(t) and renewable energygeneration f(t) assets achieves a greater than 5% increase in 5G towersbeing powered by renewable energy. This is repeated for both windrenewable energy as well as solar renewable energy, and where fortunatethe combination of the two at one location overlaid with the 3d model of5G communications all being influenced by the height relative to eachasset identified within the 3d model.

Although the invention has been described in detail, regarding certainembodiments detailed herein, other anticipated embodiments can achievethe same results. Variations and modifications of the present inventionwill be obvious to those skilled in the art and the present invention isintended to cover in the appended claims all such modifications andequivalents.

What is claimed is:
 1. A decoupled and distributed energy systemcomprised of: an at least first energy production generator producing aprimary energy source whereby the primary energy source is available ata first location at a real-time first primary energy peak demand; an atleast second energy production generator producing a primary energysource whereby the primary energy source is available at a secondlocation at a real-time second primary energy peak demand; an at leastone energy storage asset at the first location whereby the at least oneenergy storage asset stores energy produced by the at least first energyproduction generator and whereby the at least one energy storage assetis dispatchable to a second location; an at least one transport vehiclethat transports the dispatchable at least one energy storage asset fromthe first location to the second location whereby the dispatchable atleast one energy storage asset is decoupled from the at least onetransport vehicle upon arrival at the second location; whereby the atleast one transport vehicle has a transport first travel time fortransporting the at least one energy storage asset from the firstlocation to the second location at a first scheduled transport time;whereby the first location has the real-time first primary energy peakdemand is lower than a first energy peak demand threshold that occurs ata first peak demand time and the second location has a real-time secondprimary energy peak demand and a second energy peak demand that occursat a second peak demand time whereby the second peak demand time isafter the first peak demand time plus the transport first travel time;the at least one energy storage asset maintains first the real-timefirst primary energy peak demand is less than the first energy peakdemand threshold at the first location and then the real-time secondprimary energy peak demand at the second location is less than thesecond energy peak demand threshold at the second location; the at leastone energy storage asset charges at the first location when a real-timeenergy peak demand is lower than the first energy peak demand anddischarges when the real-time energy peak demand is greater than thefirst energy peak demand at the first location and discharges at thesecond location; an energy storage asset controller whereby thecontroller has a memory having at least a portion of the memory being anon-transitory memory and the non-transitory memory operates a programthat regulates when the at least one energy storage asset is charging ordischarging; a transport vehicle asset controller to configure,schedule, and dispatch the at least one energy storage asset on the atleast one transport vehicle to transport the at least one energy storageasset from the first location to the second location at the scheduledtransport time; and whereby the controller operates a program stored inthe non-transitory memory for an optimization model wherein thedispatching of the charged energy storage media reduces a peak demandand a demand charge of the peak demand of both the first location of theat least two energy consuming locations and the second location of theat least two energy consuming locations within the network of decoupledenergy assets.
 2. The decoupled and distributed energy system inaccordance to claim 1 is further comprised of a next location, wherebythe next location is a third location, whereby the next location has anat least third energy production generator producing a primary energysource whereby the primary energy source is available at the thirdlocation at a real-time third primary energy peak demand whereby the atleast one energy storage asset at the second location also charges whileat the second location from energy produced by the at least secondenergy production generator and whereby the at least one energy storageasset is dispatchable next to the third location by the at least onetransport vehicle, whereby the at least one energy storage asset isdispatchable to a third location; an at least one transport vehicle thattransports the dispatchable at least one energy storage asset from thesecond location to the third location whereby the dispatchable at leastone energy storage asset is decoupled from the at least one transportvehicle upon arrival at the third location; whereby the at least onetransport vehicle has a transport second travel time for transportingthe at least one energy storage asset from the second location to thethird location at a second scheduled transport time; whereby the secondlocation has the real-time second primary energy peak demand is lowerthan a second energy peak demand threshold that occurs at a second peakdemand time and the third location has a real-time third primary energypeak demand and a third energy peak demand that occurs at a third peakdemand time whereby the third peak demand time is after the second peakdemand time plus the transport second travel time; the at least oneenergy storage asset maintains first the real-time second primary energypeak demand less than the second energy peak demand threshold at thesecond location and then the real-time third primary energy peak demandat the third location less than the third energy peak demand thresholdat the third location.
 3. The decoupled and distributed energy system inaccordance to claim 1 is further comprised of a next location, wherebythe next location is returning to the first location, whereby the atleast one energy storage asset at the second location also charges whileat the second location from energy produced by the at least secondenergy production generator and whereby the at least one energy storageasset is dispatchable next again to the first location, whereby the atleast one energy storage asset is dispatchable again to the firstlocation; and the at least one transport vehicle that transports thedispatchable at least one energy storage asset from the second locationback to the first location whereby the dispatchable at least one energystorage asset is decoupled from the at least one transport vehicle uponarrival at the first location; whereby the at least one transportvehicle has a transport second travel time for transporting the at leastone energy storage asset from the second location back to the firstlocation at a second scheduled transport time; whereby the secondlocation has the real-time second primary energy peak demand is lowerthan the second energy peak demand threshold that occurs at the secondpeak demand time and the first location has the real-time first primaryenergy peak demand and the first energy peak demand that occurs at thefirst peak demand time whereby the first peak demand time is after thesecond peak demand time plus the transport second travel time; the atleast one energy storage asset maintains first the real-time secondprimary energy peak demand less than the second energy peak demandthreshold at the second location and then the real-time first primaryenergy peak demand at the first location less than the first energy peakdemand threshold at the first location.
 4. The decoupled and distributedenergy system in accordance to claim 1 whereby the at least one energystorage asset produces a co-product during charging of the at least oneenergy storage asset at the first location whereby the co-product isutilized at the first location.
 5. The decoupled and distributed energysystem in accordance to claim 4 whereby the at least one energy storageasset is a flow battery electrolyte in a charged electrolyte state. 6.The decoupled and distributed energy system in accordance to claim 4whereby the co-product includes oxygen.
 7. The decoupled and distributedenergy system in accordance to claim 4 whereby the at least one energystorage asset is a metal air battery.
 8. The decoupled and distributedenergy system in accordance to claim 1 further comprised of a chargestate controller that determines when the at least one energy storageasset charges or discharges, the first location has a real-time firstenergy consumption rate and the second location has a projected secondenergy consumption rate whereby the projected second energy consumptionoccurs at a time prior to the second peak demand time, whereby the atleast one energy storage asset has a charge state level, and whereby thecharge state controller charges the at least one energy storage asset atthe first location when the real-time first primary energy peak demandis less than the first energy peak demand threshold and the real-timefirst energy consumption rate is lower than the projected second energyconsumption rate.
 9. The decoupled and distributed energy system inaccordance to claim 4 is further comprised of a co-product inventorytank having a co-product inventory tank capacity and whereby the atleast one energy storage asset has a charge state level that is lessthan fully charged and whereby the co-product inventory tank capacityhas an actual co-product inventory tank level and wherein the actualco-product inventory tank level is less than the co-product inventorytank capacity.
 10. The decoupled and distributed energy system inaccordance to claim 1 whereby the at least one transport vehicle isfurther comprised of an onboard energy storage asset, wherein the atleast one transport vehicle that transports the dispatchable at leastone energy storage asset consumes energy from both the onboard energystorage asset and the dispatchable at least one energy storage asset.11. The decoupled and distributed energy system in accordance to claim10 whereby the at least one transport vehicle is further comprised of atransport vehicle energy recovery system recovers a transportdecelerating energy when the at least one transport vehicle deceleratesand wherein the transport decelerating energy is less than a maximumrecovered energy level and wherein the maximum recovered energy ishigher for the at least one transport vehicle when both the onboardenergy storage asset and the dispatchable at least one energy storageasset stores the transport decelerating energy as compared to the atleast one transport vehicle storing the transport decelerating energyonly into the onboard energy storage asset.
 12. The decoupled anddistributed energy system in accordance to claim 1 whereby the at leastone transport vehicle is an autonomous vehicle further comprising anautomated aligning method for an automated unloading of dispatchable atleast one energy storage asset from on the at least one transportvehicle to the second location for a subsequent energy discharging fromthe dispatchable at least one energy storage asset to an at least oneenergy consumer at the second location.
 13. The decoupled anddistributed energy system in accordance to claim 4 whereby the firstlocation is further comprising a homogeneous radiant combustion processthat consumes the co-product.
 14. The decoupled and distributed energysystem in accordance to claim 1 wherein the at least one transportvehicle has a cargo storing capacity to store a cargo other than the atleast one energy storage asset for delivery to an intermediary locationwhereby the intermediary location is approximately on-route between andirect route between the first location and the second location.
 15. Thedecoupled and distributed energy system in accordance to claim 1 furthercomprising a three-dimensional geospatial model of the second location,wherein the three-dimensional geospatial model of the second locationcomprises an at least one parameter selected from the group of a windspeed impact, a wind direction impact, a solar vector impact, or a solarintensity impact accounting for a seasonal variation and a projectedweather coverage, and whereby the three-dimensional geospatial model ofthe second location is utilized with a projected energy consumptionmodel as a function of time for the second location with the at leastone parameter in combination with a historic energy consumption model asa function of time for the second location.
 16. The decoupled anddistributed energy system in accordance to claim 15 whereby thethree-dimensional geospatial model of the second location has aco-located parameter that includes impact of solar shading or impact ofwind barrier to modify a thermal impact on the projected energyconsumption model as a function of time for the second location.
 17. Thedecoupled and distributed energy system in accordance to claim 15whereby the three-dimensional geospatial model of the second locationhas a co-located parameter that includes a potential location of 5Gcommunication towers overlaid with an at least parameter ofcommunication demand as a function of time or renewable energygeneration as a function of time and the impact on a projected energyconsumption model as a function of time for the second location.
 18. Thedecoupled and distributed energy system in accordance to claim 15whereby the three-dimensional geospatial model of the second locationhas a co-located parameter that includes a renewable energy generationas a function of time and the impact on a projected energy consumptionmodel as a function of time for the second location.
 19. The decoupledand distributed energy system in accordance to claim 15 whereby thethree-dimensional geospatial model of the second location has aco-located parameter that includes a historic transport vehicle route asa function of time for the at least one transport vehicle.